Systems for vehicle battery charging using charge-restriction event

ABSTRACT

The present disclosure relates to systems, methods, and devices for controlling charging of vehicles, to avoid charging during charge-adverse time periods or during charge restriction events. This can advantageously reduce cost to vehicles owners, and or provide access to reward incentives. Further, power distribution entities (utility providers) advantageously have increased control over power distribution to avoid over-burdening of power distribution infrastructure. Further, systems and methods for determining or inferring whether a vehicle is connected to a charge station are described, which can be used to inform automatic restriction of vehicle charging.

PRIOR APPLICATION DATA

The present application claims priority to U.S. Provisional PatentApplication No. 63/252,736, filed Oct. 6, 2021, titled “SYSTEMS,DEVICES, AND METHODS FOR VEHICLE BATTERY CHARGING”, the entirety ofwhich is incorporated herein by reference.

TECHNICAL FIELD

The present disclosure generally relates to systems, devices, andmethods for charging vehicle batteries, and in particular relates tocontrolling or influencing charging patterns of vehicle batteries.

BACKGROUND

Battery-powered vehicles (e.g. Hybrid electric vehicles, all-electricvehicles, etc.) are a convenient and environmentally friendly means oftransportation. A battery-powered vehicle includes at least one battery,which can be charged from an external power source. As adoption ofbattery-powered vehicles increases, increasing strain will be placed onelectrical infrastructure to provide sufficient power to chargebatteries for said vehicles. It is desirable to provide means formanaging such strain. Additionally, it is desirable to provide means formanaging charge patterns for vehicle batteries to reduce batterydegradation.

SUMMARY

According to a broad aspect, the present disclosure describes a systemfor controlling charging of a battery of a vehicle by a power sourceexternal to the vehicle, the system comprising: a control unit operableto: receive an indication of a minimum charge threshold for the battery;receive an indication of a charge-adverse time period; determine whethera charge level of the battery is above the minimum charge threshold; ifthe charge level is below the minimum charge threshold, enable chargingof the battery at a first charge rate during the charge-adverse timeperiod; and if the charge level is above the minimum charge threshold,restrict charging of the battery to a second charge rate less than thefirst charge rate during the charge-adverse time period.

The control unit may be further operable to enable charging of thebattery at the first charge rate outside of the charge-adverse timeperiod, regardless of whether the charge level is above the minimumcharge threshold.

The control unit may be further operable to: receive an override inputfrom a user; and in response to the override input, enable charging ofthe battery during the charge-adverse time period even if the chargelevel is below the minimum charge threshold.

The system may further comprise the vehicle, the control unit may be acomponent of the vehicle; the control unit may be operable to controlthe vehicle to accept a first amount of power from the power source; andthe control unit may be operable to control the vehicle to accept lesspower from the power source than the first amount of power. The controlunit may be operable to restrict the vehicle to accept no power from thepower source.

The system may further comprise the power source, the control unit maybe a component of the power source; the control unit may be operable tocontrol the power source to provide a first amount of power to thevehicle; and the control unit may be operable to control the powersource to provide less power to the vehicle than the first amount ofpower. The control unit may be operable to control the power source toprovide no power to the vehicle.

The system may further comprise an intermediate device operable to becoupled to the power source and the vehicle to control provision ofpower from the power source to the vehicle, the control unit may be acomponent of the intermediate device; the control unit may be operableto control flow of power from the power source to the vehicle to providea first amount of power to the vehicle; and the control unit may beoperable to control flow of power from the power source to the vehicleto provide less power to the vehicle than the first amount of power. Thecontrol unit may be operable to control flow of power from the powersource to the vehicle to provide no power to the vehicle.

During the charge-adverse time period a monetary cost of power may begreater than a monetary cost of power outside of the charge-adverse timeperiod. During the charge-adverse time period a demand for power may begreater than a demand for power outside of the charge-adverse timeperiod.

The control unit may be operable to: monitor the charge level of thebattery during charging of the battery; and restrict charging of thebattery to the second charge rate if the charge level of the batterygoes above the minimum charge threshold during the charge-adverse timeperiod. The control unit may be operable to monitor the charge levelcontinuously. The control unit may be operable to monitor the chargelevel periodically.

The minimum charge threshold may be received as input from a user. Theminimum charge threshold may be received from a manufacturer of thevehicle or a manufacturer of the battery of the vehicle.

The system may further comprise a communication interface, and theindication of the charge-adverse time period may be received over thecommunication interface. The indication of the charge-adverse timeperiod may be received as input from a user.

The control unit may be further operable to receive an indication of amaximum charge threshold, and to restrict charging the battery if thecharge level is above the maximum charge threshold.

According to another broad aspect, the present disclosure describes amethod for controlling charging of a battery of a vehicle by a powersource external to the vehicle, the method comprising: receiving, by acontrol unit, an indication of a minimum charge threshold for thebattery; receiving, by the control unit, an indication of acharge-adverse time period; determining, by the control unit, whether acharge level of the battery is above the minimum charge threshold duringthe charge-adverse time period; if the charge level is below the minimumcharge threshold, enabling charging of the battery at a first chargerate during the charge-adverse time period; and if the charge level isabove the minimum charge threshold, restricting charging of the batteryto a second charge rate less than the first charge rate during thecharge-adverse time period.

The method may further comprise: enabling charging of the battery at thefirst charge rate outside of the charge-adverse time period, regardlessof whether the charge level is above the minimum charge threshold.

The method may further comprise: receiving an override input from auser; and in response to the override input, enabling charging of thebattery at the first charge rate during the charge-adverse time periodeven if the charge level is below the minimum charge threshold.

The control unit may be a component of the vehicle; enabling charging ofthe battery at the first charge rate may comprise the control unitcontrolling the vehicle to accept a first amount of power from the powersource; and restricting charging of the battery to the second chargerate may comprise the control unit controlling the vehicle to acceptless power than the first amount of power from the power source.Controlling the vehicle to accept less power than the first amount ofpower may comprise the control unit controlling the vehicle to accept nopower from the power source.

The control unit may be a component of the power source external to thevehicle; enabling charging of the battery at the first charge rate maycomprise the control unit controlling the power source to provide afirst amount of power to the vehicle; and restricting charging of thebattery may comprise the control unit controlling the power source toprovide less power to the vehicle than the first amount of power.Controlling the power source to provide less power to the vehicle thanthe first amount of power may comprise the control unit controlling thepower source to provide no power to the vehicle.

The control unit may be a component of an intermediate device coupled tothe power source and the vehicle to control provision of power from thepower source to the vehicle; enabling charging of the battery at thefirst charge rate may comprise the control unit controlling flow ofpower from the power source to the vehicle to provide a first amount ofpower to the vehicle; and restricting charging of the battery maycomprise the control unit controlling flow of power from the powersource to the vehicle to provide less power to the vehicle than thefirst amount of power. The control unit controlling flow of power fromthe power source to the vehicle to provide less power to the vehiclethan the first amount of power may comprise: the control unitcontrolling flow of power from the power source to the vehicle toprovide no power to the vehicle.

The method may further comprise: monitoring, by the control unit, thecharge level of the battery during charging of the battery; andrestricting, by the control unit, charging of the battery to the secondcharge rate if the charge level of the battery goes above the minimumcharge threshold during the charge-adverse time period. Monitoring thecharge level of the battery during charging of the battery may comprisemonitoring the charge level continuously during charging of the battery.Monitoring the charge level of the battery during charging of thebattery may comprise monitoring the charge level periodically duringcharging of the battery.

Receiving the indication of the minimum charge threshold may comprisereceiving an input from a user which is indicative of the minimum chargethreshold.

Receiving the indication of the minimum charge threshold may comprisereceiving an input from a manufacturer of the vehicle or a manufacturerof the battery of the vehicle which is indicative of the minimum chargethreshold.

The indication of the charge-adverse time period may be received over acommunication interface in communication with the control unit.

Receiving the indication of the charge-adverse time period may comprisereceiving an input from a user which is indicative of the charge-adversetime period.

The method may further comprise: receiving, by the control unit, anindication of a maximum charge threshold; and restricting, by thecontrol unit, charging of the battery if the charge level is above themaximum charge threshold.

According to another broad aspect, the present disclosure describes amethod for controlling charging of a battery of a vehicle by a powersource external to the vehicle, the method comprising: receiving, by acontrol unit, an indication of a minimum charge threshold for thebattery; receiving, by the control unit, an indication of acharge-restriction event; determining, by the control unit, whether acharge level of the battery is above the minimum charge threshold beforean end of the charge-restriction event; if the charge level is below theminimum charge threshold, enabling charging of the battery at a firstcharge rate during the charge-restriction event; and if the charge levelis above the minimum charge threshold, restricting charging of thebattery to a second charge rate less than the first charge rate duringthe charge-restriction event.

The method may further comprise: transmitting, by a communicationinterface, an indication of whether charging of the battery is enabledat the first charging rate or restricted to the second charge rate forthe charge-restriction event. The indication of whether charging of thebattery is enabled at the first charging rate or restricted to thesecond charge rate may be transmitted prior to a beginning of thecharge-restriction event. The indication of whether charging of thebattery is enabled at the first charging rate or restricted to thesecond charge rate may be transmitted during the charge-restrictionevent. The indication of whether charging of the battery is enabled atthe first charging rate or restricted to the second charge rate may betransmitted after an end of the charge-restriction event. The method mayfurther comprise receiving, by a device remote from the vehicle and thepower source, an indication of whether charging of the battery isenabled at the first charging rate or restricted to the second chargerate.

The method may further comprise allocating a reward for a recipientassociated with the vehicle if charging was restricted to the secondcharge rate during the charge-restriction event. Allocating the rewardmay comprise allocating a proportional reward for the recipientassociated with the vehicle based on a quantity of energy which is savedduring the charge-restriction event by restricting charging of thebattery to the second charge rate instead of enabling charging of thebattery at the first charge rate.

Receiving the indication of the charge-restriction event may comprisereceiving, by the control unit via a communication interface, theindication of the charge-restriction event from a device remote from thevehicle and the power source.

The method may further comprise providing, by a device remote from thevehicle and the power source, the indication of the charge-restrictionevent.

The method may further comprise: monitoring, by the control unit, thecharge level of the battery during charging of the battery; if thecharge level of the battery goes from below the minimum charge thresholdto above the minimum charge threshold during the charge-restrictionevent: restricting charging of the battery to a second charge rate lessthan the first charge rate until an end of the charge-restriction event;and transmitting, by a communication interface in communication with thecontrol unit, an indication of when charging of the battery isrestricted to the second charge rate.

The method may further comprise: enabling charging of the battery at thefirst charge rate outside of the charge-restriction event, regardless ofwhether the charge level is above the minimum charge threshold.

The method may further comprise: receiving an override input from auser; in response to the override input, enabling charging of thebattery at the first charge rate during the charge-restriction eventeven if the charge level is below the minimum charge threshold; andtransmitting, by a communication interface in communication with thecontrol unit, an indication of when charging of the battery is enabledat the first charge rate.

The control unit may be a component of the vehicle; enabling charging ofthe battery at the first charge rate may comprise the control unitcontrolling the vehicle to accept a first amount of power from the powersource; and restricting charging of the battery to the second chargerate may comprise the control unit controlling the vehicle to acceptless power than the first amount of power from the power source.Controlling the vehicle to accept less power than the first amount ofpower may comprise the control unit controlling the vehicle to accept nopower from the power source.

The control unit may be a component of the power source external to thevehicle; enabling charging of the battery at the first charge rate maycomprise the control unit controlling the power source to provide afirst amount of power to the vehicle; and restricting charging of thebattery may comprise the control unit controlling the power source toprovide less power to the vehicle than the first amount of power.Controlling the power source to provide less power to the vehicle thanthe first amount of power may comprise the control unit controlling thepower source to provide no power to the vehicle.

The control unit may be a component of an intermediate device coupled tothe power source and the vehicle to control provision of power from thepower source to the vehicle; enabling charging of the battery at thefirst charge rate may comprise the control unit controlling flow ofpower from the power source to the vehicle to provide a first amount ofpower to the vehicle; and restricting charging of the battery maycomprise the control unit controlling flow of power from the powersource to the vehicle to provide less power to the vehicle than thefirst amount of power. The control unit controlling flow of power fromthe power source to the vehicle to provide less power to the vehiclethan the first amount of power may comprise: the control unitcontrolling flow of power from the power source to the vehicle toprovide no power to the vehicle.

According to another broad aspect, the present disclosure describes asystem for controlling charging of a battery of a vehicle by a powersource external to the vehicle, the system comprising: a control unitoperable to: receive an indication of a minimum charge threshold for thebattery; receive an indication of a charge-restriction event; determinewhether a charge level of the battery is above the minimum chargethreshold before an end of the charge-restriction event; if the chargelevel is below the minimum charge threshold, enable charging of thebattery at a first charge rate during the charge-restriction event; andif the charge level is above the minimum charge threshold, restrictcharging of the battery to a second charge rate less than the firstcharge rate during the charge-restriction event.

The system may further comprise a communication interface, and thecontrol unit may be operable to transmit, via the communicationinterface, an indication of whether charging of the battery is enabledat the first charging rate or restricted to the second charge rate forthe charge-restriction event. The control unit may be operable totransmit the indication of whether charging of the battery is enabled atthe first charging rate or restricted to the second charge rate prior toa beginning of the charge-restriction event. The control unit may beoperable to transmit the indication of whether charging of the batteryis enabled at the first charging rate or restricted to the second chargerate during the charge-restriction event. The control unit may beoperable to transmit the indication of whether charging of the batteryis enabled at the first charging rate or restricted to the second chargerate after an end of the charge-restriction event. The system mayfurther comprise a device remote from the vehicle and the power source,operable to receive the indication of whether charging of the battery isenabled at the first charging rate or restricted to the second chargerate.

The system may further comprise a device remote from the vehicle and thepower source operable to allocate a reward for a recipient associatedwith the vehicle if charging was restricted to the second charge rateduring the charge-restriction event. The device remote from the vehicleand the power source may be operable to allocate the reward for therecipient associated with the vehicle based on a quantity of energywhich is saved during the charge-restriction event by restrictingcharging of the battery to the second charge rate instead of enablingcharging of the battery at the first charge rate.

The control unit may be operable to receive, via a communicationinterface, the indication of the charge-restriction event from a deviceremote from the vehicle and the power source.

The system may further comprise a device remote from the vehicle and thepower source operable to provide the indication of thecharge-restriction event.

The control unit may be operable to monitor the charge level of thebattery during charging of the battery; if the charge level of thebattery goes from below the minimum charge threshold to above theminimum charge threshold during the charge-restriction event: thecontrol unit may be operable to restrict charging of the battery to asecond charge rate less than the first charge rate until an end of thecharge-restriction event; and a communication interface in communicationwith the control unit may be operable to transmit an indication of whencharging of the battery is restricted to the second charge rate.

The control unit may be further operable to enable charging of thebattery at the first charge rate outside of the charge-restrictionevent, regardless of whether the charge level is above the minimumcharge threshold.

The control unit may be operable to receive an override input from auser; the control unit may be operable to, in response to the overrideinput, enable charging of the battery at the first charge rate duringthe charge-restriction event even if the charge level is below theminimum charge threshold; and a communication interface in communicationwith the control unit may be operable to transmit an indication of whencharging of the battery is enabled at the first charge rate.

The control unit may be a component of the vehicle; the control unit maybe operable to control the vehicle to accept a first amount of powerfrom the power source; and the control unit may be operable to controlthe vehicle to accept less power from the power source than the firstamount of power. The control unit may be operable to restrict thevehicle to accept no power from the power source.

The system may further comprise the power source; the control unit maybe a component of the power source; the control unit may be operable tocontrol the power source to provide a first amount of power to thevehicle; and the control unit may be operable to control the powersource to provide less power to the vehicle than the first amount ofpower. The control unit may be operable to control the power source toprovide no power to the vehicle.

The system may further comprise an intermediate device operable to becoupled to the power source and the vehicle to control provision ofpower from the power source to the vehicle; the control unit may be acomponent of the intermediate device; the control unit may be operableto control flow of power from the power source to the vehicle to providea first amount of power to the vehicle; and the control unit may beoperable to control flow of power from the power source to the vehicleto provide less power to the vehicle than the first amount of power. Thecontrol unit may be operable to control flow of power from the powersource to the vehicle to provide no power to the vehicle.

According to another broad aspect, the present disclosure describes amethod of controlling power distribution to a plurality of vehicles, themethod comprising: transmitting, by a communication interface to aplurality of control units, an indication of a charge-restriction event,each control unit of the plurality of control units operable to controlcharging of a respective battery of a respective vehicle; receiving, bythe communication interface from each control unit of a set of controlunits of the plurality of control units, a respective indication ofparticipation in the charge-restriction event by a respective vehicle,where indication of participation in the charge-restriction event isindicative of a charge rate of a battery of the respective vehicle beingrestricted from a first charge rate outside of the charge-restrictionevent to a second charge rate less than the first charge rate during thecharge-restriction event; and allocating, by at least one processorcommunicatively coupled to the communication interface, a respectivereward for a respective recipient for each vehicle for which anindication of participation in the charge-restriction event wasreceived, each reward based on a quantity of energy which is savedduring the charge-restriction event by the respective vehiclerestricting charge rate to the second charge rate instead of enablingcharging of the battery at the first charge rate.

Allocating, by the at least one processor, the respective reward for therespective recipient for each vehicle for which an indication ofparticipation in the charge-restriction event was received may comprise:allocating funds to be provided to respective recipients for eachvehicle for which an indication of participation in thecharge-restriction event was received.

Allocating, by the at least one processor, the respective reward for therespective recipient for each vehicle for which an indication ofparticipation in the charge-restriction event was received may comprise:allocating credit to respective recipients for each vehicle for which anindication of participation in the charge-restriction event wasreceived.

The method may further comprise transmitting, by the communicationinterface to the plurality of control units, a schedule of upcomingcharge-restriction events.

The method may further comprise transmitting, by the communicationinterface to a control unit of the plurality of control units, anindication of participation in past charge events by a vehiclecorresponding to the control unit.

The method may further comprising receiving by the communicationinterface, from a control unit of the plurality of control units, anindication of partial participation in the charge-restriction event by arespective vehicle. Indication of partial participation in thecharge-restriction event may be indicative of a charge rate of a batteryof the respective vehicle being restricted from the first charge rate tothe second charge rate after a beginning of the charge-restrictionevent. Indication of partial participation in the charge-restrictionevent may be indicative of a charge rate of a battery of the respectivevehicle being enabled at the first charge rate after a beginning of thecharge-restriction event where the charge rate of the battery of therespective vehicle is restricted to second charge rate at the beginningof the charge-restriction event. The method may further compriseallocating, by the at least one processor, a partial reward for arecipient associated with the vehicle for which an indication of partialparticipation in the charge-restriction event was received. The partialreward may be based on a proportion of the charge-restriction event forwhich the charge rate of the vehicle was restricted to the second chargerate. The partial reward may be based on a quantity of energy which issaved during the charge-restriction event by the charge rate of thevehicle being restricted to the second charge rate instead of enablingcharging of the battery at the first charge rate for an entire durationof the charge-restriction event.

According to another broad aspect, the present disclosure describes asystem for controlling power distribution to a plurality of vehicles,the system comprising: at least one processor; at least onenon-transitory processor-readable storage medium; a communicationinterface communicatively coupled to the at least one processor, whereinthe at least one non-transitory processor-readable storage medium hasinstructions stored thereon, which when executed by the at least oneprocessor, cause the system to: transmit, by the communicationinterface, an indication of a charge-restriction event to be received bya plurality of control units, each control unit of the plurality ofcontrol units operable to control charging of a respective battery of arespective vehicle; receive, by the communication interface from eachcontrol unit of a set of control units of the plurality of controlunits, at least one indication of participation in thecharge-restriction event by a respective vehicle, where indication ofparticipation in the charge-restriction event is indicative of a chargerate of a battery of the respective vehicle being restricted from afirst charge rate outside of the charge-restriction event to a secondcharge rate less than the first charge rate during thecharge-restriction event; and allocate, by the at least one processor, arespective reward for a respective recipient for each vehicle for whichan indication of participation in the charge-restriction event wasreceived, each reward based on a quantity of energy which is savedduring the charge-restriction event by the respective vehiclerestricting charge rate to the second charge rate instead of enablingcharging of the battery at the first charge rate.

The instructions which cause the system to allocate, by the at least oneprocessor, the respective reward for the respective recipient for eachvehicle for which an indication of participation in thecharge-restriction event was received may cause the at least oneprocessor to: allocate funds to be provided to respective recipients foreach vehicle for which an indication of participation in thecharge-restriction event was received.

The instructions which cause the system to allocate, by the at least oneprocessor, the respective reward for the respective recipient for eachvehicle for which an indication of participation in thecharge-restriction event was received may cause the at least oneprocessor to: allocate credit to respective recipients for each vehiclefor which an indication of participation in the charge-restriction eventwas received.

The instructions may further cause the communication interface totransmit, to the plurality of control units, a schedule of upcomingcharge-restriction events.

The instructions may further cause the communication interface totransmit, to a control unit of the plurality of control units, anindication of participation in past charge events by a vehiclecorresponding to the control unit.

The instructions may further cause the communication interface toreceive, from a control unit of the plurality of control units, anindication of partial participation in the charge-restriction event by arespective vehicle. Indication of partial participation in thecharge-restriction event may be indicative of a charge rate of a batteryof the respective vehicle being restricted from the first charge rate tothe second charge rate after a beginning of the charge-restrictionevent. Indication of partial participation in the charge-restrictionevent may be indicative of a charge rate of a battery of the respectivevehicle being enabled at the first charge rate after a beginning of thecharge-restriction event where the charge rate of the battery of therespective vehicle is restricted to second charge rate at the beginningof the charge-restriction event. The instructions may further cause theat least one processor to allocate a partial reward for a recipient fora vehicle for which an indication of partial participation in thecharge-restriction event was received. The partial reward may be basedon a proportion of the charge-restriction event for which the chargerate of the vehicle was restricted to the second charge rate. Thepartial reward may be based on a quantity of energy which is savedduring the charge-restriction event by the charge rate of the vehiclebeing restricted to the second charge rate instead of charging of thebattery being enabled at the first charge rate for an entire duration ofthe entire charge-restriction event.

According to another broad aspect, the present disclosure describes amethod of controlling power distribution to a plurality of vehicles, themethod comprising: determining a quantity of the plurality of vehiclesexpected to be connected to respective charge stations during a firsttime period; determining a quantity of preventable power usage byrestricting charging of respective batteries of the quantity of theplurality of vehicles during the first time period, from a first chargerate outside of the first time period to a second charge rate less thanthe first charge rate during the first time period; and initiating acharge-restriction event during the first time period.

Determining a quantity of the plurality of vehicles expected to beconnected to respective charge stations during a first time period maycomprise: determining the quantity of the plurality of vehicles bydetermining a quantity of vehicles which are presently connected torespective charge stations based on connection data indicative ofconnection between each vehicle of the plurality of vehicles and arespective charge station.

Determining a quantity of the plurality of vehicles expected to beconnected to respective charge stations during a first time period maycomprise: estimating the quantity of the plurality of vehicles based onhistorical connection data indicative of connection between each vehicleof the plurality of vehicles and a respective charge station.

The method may further comprise, prior to initiating thecharge-restriction event: presenting a user interface for initiation ofthe charge-restriction event; and receiving a user input to initiate thecharge-restriction event for the plurality of vehicles.

Initiating the charge-restriction event may be performed automaticallywhen power usage during the first time period is expected to exceed apower distribution threshold during the first time period.

The method may further comprise restricting charging for at least onevehicle of the plurality of vehicles from the first charge rate to thesecond charge rate during the charge-restriction event.

The method may further comprise communicating, to at least one vehicleof the plurality of vehicles, an option to restrict charging from thefirst charge rate to the second charge rate during thecharge-restriction event. The method may further comprising determiningan expected quantity of vehicles which will accept the option torestrict charging from the first charge rate to the second charge rate.Determining an expected quantity of vehicles which will accept theoption to restrict charging may be based on historical acceptance datawhich is indicative of previous restricting of charging by vehicles ofthe plurality of vehicles.

Respective charge rate for a set of vehicles of the plurality ofvehicles may be restricted to the second charge rate during the firsttime period, and the method may further comprise: allocating arespective reward for a respective recipient associated with eachvehicle of the set of vehicles. Allocating a respective reward for arespective recipient associated with each vehicle of the set of vehiclesmay comprise: allocating each reward based on a quantity of energy whichis saved during the charge-restriction event by the respective vehiclerestricting charge rate to the second charge rate instead of enablingcharging at the first charge rate.

The method may further comprise receiving a user input indicating thefirst time period.

The method may further comprise determining the first time period, bydetermining a peak time period where the quantity of the plurality ofvehicles expected to be connected to respective charge stations includesmore vehicles than other time periods.

Determining a quantity of the plurality of vehicles expected to beconnected to respective charge stations may comprise determining, foreach vehicle of the plurality of vehicles, that the vehicle is connectedto a respective charge station when a charge port cover of the vehicleis open. The method may further comprise, for each vehicle in theplurality of vehicles: receiving respective charge data for the vehiclefor a respective second time period in which the charge port cover ofthe vehicle has been open; inferring that the vehicle is coupled to arespective charge station if the charge port cover of the vehicle isopen and if the respective charge data is indicative of charging of abattery of the vehicle in the respective second time period; andinferring that the vehicle is not coupled to the respective chargestation if the charge port cover of the vehicle is not open or if therespective charge data is indicative of no charging of the battery ofthe vehicle in the respective second time period. The method may furthercomprise, for each vehicle in the plurality of vehicles: receivingrespective movement data for the vehicle indicative of movement of thevehicle for a respective second time period in which the charge portcover of the vehicle has been open; inferring that the vehicle iscoupled to a respective charge station if the charge port cover of thevehicle is open and if the respective movement data is indicative of thevehicle not having moved in the respective second time period; andinferring that the vehicle is not coupled to the respective chargestation if the charge port cover of the vehicle is not open or if therespective movement data is indicative of the vehicle having moved inthe respective second time period. The respective movement data maycomprises data selected from a group consisting of: positional dataindicating position of the vehicle over time; velocity data indicatingmovement speed of the vehicle; and inertial data indicating accelerationof the vehicle.

Determining a quantity of the plurality of vehicles expected to beconnected to respective charge stations may comprise determining, foreach vehicle of the plurality of vehicles, that the vehicle is connectedto a respective charge station when the vehicle is proximate to a chargestation. Determining, for each vehicle of the plurality of vehicles,that the vehicle is connected to a respective charge station when thevehicle is proximate to a charge station may comprise determining thatthe vehicle is proximate to a charge station when the vehicle is withina threshold distance of the charge station based on position data from aposition sensor of the vehicle. Determining, for each vehicle of theplurality of vehicles, that the vehicle is proximate to a respectivecharge station may comprise: determining whether the vehicle iscommunicatively coupled to a wireless network associated with the chargestation based on communication data received from a communicationinterface of the vehicle.

Determining a quantity of the plurality of vehicles expected to beconnected to respective charge stations may comprise determining, foreach vehicle of the plurality of vehicles, that the vehicle is connectedto a respective charge station in response to an indication of thevehicle accepting a pulse of energy from the respective charge station.

According to another broad aspect, the present disclosure describes asystem for controlling power distribution to a plurality of vehicles,the system comprising: at least one processor; at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor; and a communication interfacecommunicatively coupled to the at least one processor, wherein the atleast one non-transitory processor-readable storage medium hasinstructions stored thereon, which when executed by the at least oneprocessor, cause the system to: determine a quantity of the plurality ofvehicles expected to be connected to respective charge stations during afirst time period; determine a quantity of preventable power usage byrestricting charging of respective batteries of the quantity of theplurality of vehicles during the first time period, from a first chargerate outside of the first time period to a second charge rate less thanthe first charge rate during the first time period; and initiate acharge-restriction event during the first time period.

The instructions which cause the system to determine a quantity of theplurality of vehicles expected to be connected to respective chargestations during a first time period may cause the system to: determine,by the at least one processor, a quantity of vehicles which arepresently connected to respective charge stations based on connectiondata indicative of connection between each vehicle of the plurality ofvehicles and a respective charge station.

The instructions which cause the system to determine a quantity of theplurality of vehicles expected to be connected to respective chargestations during a first time period may cause the system to: estimate,by the at least one processor, the quantity of the plurality of vehiclesbased on historical connection data indicative of connection betweeneach vehicle of the plurality of vehicles and a respective chargestation.

The system may further comprise a user interface device, and theinstructions may further cause the system to, prior to initiating thecharge-restriction event: present, by the user interface device, a userinterface for initiation of the charge-restriction event; and process,by the at least one processor, a user input received by the userinterface device to initiate the charge-restriction event for theplurality of vehicles, and the instructions which cause the system toinitiate the charge-restriction event may cause the system to initiatethe charge-restriction event in response to the user input to initiatethe charge-restriction event.

The instructions which cause the system to initiate thecharge-restriction event may cause the system to initiate thecharge-restriction event when: power usage during the first time periodis expected to exceed a power distribution threshold during the firsttime period.

The instructions may further cause the system to restrict charging forat least one vehicle of the plurality of vehicles from the first chargerate to the second charge rate during the charge-restriction event.

The instructions may further cause the system to communicate, to atleast one vehicle of the plurality of vehicles, an option to restrictcharging from the first charge rate to the second charge rate during thecharge-restriction event. The instructions may further cause the systemto: determine, by the at least one processor, an expected quantity ofvehicles which will accept the option to restrict charging from thefirst charge rate to the second charge rate. The instructions whichcause the system to determine an expected quantity of vehicles whichwill accept the option to restrict charging may cause the at least oneprocessor to: determine the expected quantity of vehicles which willaccept the option to restrict charging based on historical acceptancedata which is indicative of previous restricting of charging by vehiclesof the plurality of vehicles.

Respective charge rate for a set of vehicles of the plurality ofvehicles may be restricted to the second charge rate during the firsttime period; and the instructions may further cause the system toallocate a respective reward for a respective recipient associated witheach vehicle in the set of vehicles. The instructions which cause thesystem to allocate a respective reward for a respective recipientassociated with each vehicle of the set of vehicles may cause the systemto: allocate each reward based on a quantity of energy which is savedduring the charge-restriction event by the respective vehiclerestricting charge rate to the second charge rate instead of enablingcharging at the first charge rate.

The system may further comprise a user interface device, wherein anindication of the first time period is receivable via the user interfacedevice.

The instructions may further cause the system to determine the firsttime period, by determining a peak time period where the quantity of theplurality of vehicles expected to be connected to respective chargestations includes more vehicles than other time periods.

The instructions which cause the system to determine a quantity of theplurality of vehicles expected to be connected to respective chargestations may cause the at least one processor to: for each vehicle ofthe plurality of vehicles, determine that the vehicle is connected to arespective charge station when a charge port cover of the vehicle isopen. The instructions may further cause the system to, for each vehiclein the plurality of vehicles: receive respective charge data for thevehicle for a respective second time period in which the charge port ofthe vehicle has been open; infer, by the at least one processor, thatthe vehicle is coupled to a respective charge station if the charge portcover of the vehicle is open and if the respective charge data isindicative of charging of a battery of the vehicle in the respectivesecond time period; and infer, by the at least one processor, that thevehicle is not coupled to the respective charge station if the chargeport cover of the vehicle is not open or if the respective charge datais indicative of no charging of the battery of the vehicle in therespective second time period. The instructions may further cause thesystem to, for each vehicle in the plurality of vehicles: receiverespective movement data for the vehicle indicative of movement of thevehicle for a respective second time period in which the charge portcover of the vehicle has been open; infer, by the at least oneprocessor, that the vehicle is coupled to a respective charge station ifthe charge port cover of the vehicle is open and if the respectivemovement data is indicative of the vehicle not having moved in therespective second time period; and infer, by the at least one processor,that the vehicle is not coupled to the respective charge station if thecharge port cover of the vehicle is not open or if the respectivemovement data is indicative of the vehicle having moved in therespective second time period. The respective movement data may comprisedata selected from a group consisting of: positional data indicatingposition of the vehicle over time; velocity data indicating movementspeed of the vehicle; and inertial data indicating acceleration of thevehicle.

The instructions which cause the system to determine a quantity of theplurality of vehicles expected to be connected to respective chargestations may cause the at least one processor to: for each vehicle ofthe plurality of vehicles, determine that the vehicle is connected to arespective charge station when the vehicle is proximate to a chargestation. The instructions which cause the at least one processor todetermine, for each vehicle of the plurality of vehicles, that thevehicle is connected to a respective charge station when the vehicle isproximate to a charge station may cause the at least one processor to:determine that the vehicle is proximate to a charge station when thevehicle is within a threshold distance of the charge station based onposition data from a position sensor of the vehicle. The instructionswhich cause the at least one processor to determine, for each vehicle ofthe plurality of vehicles, that the vehicle is proximate to a respectivecharge station may cause the at least one processor to: determinewhether the vehicle is communicatively coupled to a wireless networkassociated with the charge station based on communication data receivedfrom a communication interface of the vehicle.

The instructions which cause the system to determine a quantity of theplurality of vehicles expected to be connected to respective chargestations may cause the at least one processor to: determine, for eachvehicle of the plurality of vehicles, that the vehicle is connected to arespective charge station in response to an indication of the vehicleaccepting a pulse of energy from the respective charge station.

According to another broad aspect, the present disclosure describes amethod of inferring whether a vehicle is coupled to a charge station,the method comprising: determining, by at least one processor, whether acharge port cover of the vehicle is open; determining, by the at leastone processor, whether the vehicle is positioned proximate the chargestation; inferring that the vehicle is coupled to the charge station ifthe charge port cover of the vehicle is open and if the vehicle ispositioned proximate the charge station; and inferring that the vehicleis not coupled to the charge station if the charge port cover of thevehicle is not open or if the vehicle is not positioned proximate thecharge station.

Determining whether the vehicle is positioned proximate the chargestation may comprise: determining whether the vehicle is within athreshold distance of the charge station based on position data from aposition sensor of the vehicle.

Determining whether the vehicle is positioned proximate the chargestation may comprise: determining whether the vehicle is communicativelycoupled to a wireless network associated with the charge station basedon communication data received from a communication interface of thevehicle.

The method may further comprise determining whether a vehicle connectionfacet of the charge station is in a storage configuration; and inferringthat the vehicle is coupled to the charge station may comprise:inferring that the vehicle is coupled to the charge station if thecharge port cover of the vehicle is open, if the vehicle is positionedproximate the charge station, and if the vehicle connection facet is notin the storage configuration. Inferring that the vehicle is not coupledto the charge station may comprise: inferring that the vehicle is notcoupled to the charge station if the charge port cover of the vehicle isnot open or if the vehicle is not positioned proximate the chargestation, and if the vehicle connection facet is in the storageconfiguration.

According to another broad aspect, the present disclosure describes asystem for inferring whether a vehicle is coupled to a charge station,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a charge port cover ofthe vehicle is open; determine, by the at least one processor, whetherthe vehicle is positioned proximate the charge station; infer, by the atleast one processor, that the vehicle is coupled to the charge stationif the charge port cover of the vehicle is open and if the vehicle ispositioned proximate the charge station; and infer, by the at least oneprocessor, that the vehicle is not coupled to the charge station if thecharge port cover of the vehicle is closed or if the vehicle is notpositioned proximate the charge station.

The instructions which cause the at least one processor to determinewhether the vehicle is positioned proximate the charge station may causethe at least one processor to: determine whether the vehicle is within athreshold distance of the charge station based on positional data from aposition sensor of the vehicle.

The instructions which cause the at least one processor to determinewhether the vehicle is positioned proximate the charge station may causethe at least one processor to: determine whether the vehicle iscommunicatively coupled to a wireless network associated with the chargestation based on communication data from a communication interface ofthe vehicle.

The instructions may further cause the at least one processor todetermine whether a vehicle connection facet of the charge station is ina storage configuration; and the instructions which cause the at leastone processor to infer that the vehicle is coupled to the charge stationmay cause the at least one processor to: infer that the vehicle iscoupled to the charge station if the charge port cover of the vehicle isopen, if the vehicle is positioned proximate the charge station, and ifthe vehicle connection facet is not in the storage configuration. Theinstructions which cause the at least one processor to infer that thevehicle is not coupled to the charge station may cause the at least oneprocessor to: infer that the vehicle is not coupled to the chargestation if the charge port cover of the vehicle is not open or if thevehicle is not positioned proximate the charge station, and if thevehicle connection facet is in the storage configuration.

The at least one processor and the at least one non-transitoryprocessor-readable storage medium may be carried by the vehicle. The atleast one processor and the at least one non-transitoryprocessor-readable storage medium may be remote from the vehicle.

According to another broad aspect, the present disclosure describes amethod of inferring whether a vehicle is coupled to a charge station,the method comprising: determining, by at least one processor, whether acharge port cover of the vehicle is open and a time period since thecharge port cover has changed between being closed and being open;determining, by the at least one processor, whether the vehicle hasreceived power from the charge station during the time period; inferringthat the vehicle is coupled to the charge station if the charge portcover of the vehicle is open and if the vehicle received power from thecharge station during the time period; and inferring that the vehicle isnot coupled to the charge station if the charge port cover of thevehicle is closed or if the vehicle has not received power from thecharge station during the time period.

The method may further comprise determining whether a vehicle connectionfacet of the charge station is in a storage configuration; and inferringthat the vehicle is coupled to the charge station may comprise:inferring that the vehicle is coupled to the charge station if thecharge port cover of the vehicle is open, if the vehicle received powerfrom the charge station during the time period, and if the vehicleconnection facet is not in the storage configuration Inferring that thevehicle is not coupled to the charge station may comprise: inferringthat the vehicle is not coupled to the charge station if the charge portcover of the vehicle is not open or if the vehicle has not receivedpower from the charge station during the time period, and if the vehicleconnection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes asystem for inferring whether a vehicle is coupled to a charge station,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a charge port cover ofthe vehicle is open and a time period since the charge port cover haschanged between being closed and being open; determine, by the at leastone processor, whether the vehicle has received power from the chargestation during the time period; infer that the vehicle is coupled to thecharge station if the charge port cover of the vehicle is open and ifthe vehicle received power from the charge station during the timeperiod; and infer that the vehicle is not coupled to the charge stationif the charge port cover of the vehicle is closed or if the vehicle hasnot received power from the charge station during the time period.

The instructions which cause the at least one processor to determinewhether the vehicle has received power from the charge station duringthe time period may cause the at least one processor to: determinewhether the vehicle has received power from the charge station duringthe time period based on charging data from a charge sensor of thevehicle.

The instructions which cause the at least one processor to determinewhether the vehicle has received power from the charge station duringthe time period may cause the at least one processor to: determinewhether the vehicle has received power from the charge station duringthe time period based on charging data from a power output sensor of thecharge station.

The instructions may further cause the at least one processor todetermine whether a vehicle connection facet of the charge station is ina storage configuration; and the instructions which cause the at leastone processor to infer that the vehicle is coupled to the charge stationmay cause the at least one processor to: infer that the vehicle iscoupled to the charge station if the charge port cover of the vehicle isopen, if the vehicle received power from the charge station during thetime period, and if the vehicle connection facet is not in the storageconfiguration. The instructions which cause the at least one processorto infer that the vehicle is not coupled to the charge station may causethe at least one processor to: infer that the vehicle is not coupled tothe charge station if the charge port cover of the vehicle is not openor if the vehicle has not received power from the charge station duringthe time period, and if the vehicle connection facet is in the storageconfiguration.

According to another broad aspect, the present disclosure describes amethod of inferring whether a vehicle is coupled to a charge station,the method comprising: determining, by at least one processor, whether acharge port cover of the vehicle is open and a time period since thecharge port cover has changed between being closed and being open;determining, by the at least one processor, whether the vehicle hasmoved during the time period based on movement data from the vehicle;inferring, by the at least one processor, that the vehicle is coupled tothe charge station if the charge port cover of the vehicle is open andif the vehicle has not moved during the time period; and inferring, bythe at least one processor, that the vehicle is not coupled to thecharge station if the charge port of the vehicle is closed or if thevehicle has moved during the time period.

The movement data may comprise data selected from a group consisting of:positional data indicating position of the vehicle over time; velocitydata indicating movement speed of the vehicle; and inertial dataindicating acceleration of the vehicle.

The method may further comprise determining whether a vehicle connectionfacet of the charge station is in a storage configuration; and inferringthat the vehicle is coupled to the charge station may comprise:inferring that the vehicle is coupled to the charge station if thecharge port cover of the vehicle is open, if the vehicle has not movedduring the time period, and if the vehicle connection facet is not inthe storage configuration. Inferring that the vehicle is not coupled tothe charge station may comprise: inferring that the vehicle is notcoupled to the charge station if the charge port cover of the vehicle isnot open, if the vehicle has moved during the time period, and if thevehicle connection facet is in the storage configuration.

According to another broad aspect, the present disclosure describes asystem for inferring whether a vehicle is coupled to a charge station,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a charge port cover ofthe vehicle is open and a time period since the charge port cover haschanged between being closed and being open; determine, by the at leastone processor, whether the vehicle has moved during the time periodbased on movement data from the vehicle; infer, by the at least oneprocessor, that the vehicle is coupled to the charge station if thecharge port cover of the vehicle is open and if the vehicle has notmoved during the time period; and infer, by the at least one processor,that the vehicle is not coupled to the charge station if the charge portcover of the vehicle is closed or if the vehicle has moved during thetime period.

The movement data may comprise data selected from a group consisting of:positional data indicating position of the vehicle over time; velocitydata indicating movement speed of the vehicle; and inertial dataindicating acceleration of the vehicle.

The instructions may further cause the at least one processor todetermine whether a vehicle connection facet of the charge station is ina storage configuration; and the instructions which cause the at leastone processor to infer that the vehicle is coupled to the charge stationmay cause the at least one processor to: infer that the vehicle iscoupled to the charge station if the charge port cover of the vehicle isopen, if the vehicle has not moved during the time period, and if thevehicle connection facet is not in the storage configuration. Theinstructions which cause the at least one processor to infer that thevehicle is not coupled to the charge station may cause the at least oneprocessor to: infer that the vehicle is not coupled to the chargestation if the charge port cover of the vehicle is not open or if thevehicle has moved during the time period, and if the vehicle connectionfacet is in the storage configuration.

According to another broad aspect, the present disclosure describes amethod of determining whether a vehicle is coupled to a charge station,the method comprising: outputting, by the charge station, a pulse ofpower to be received by the vehicle; measuring energy expended byoutputting the pulse of power; if the energy expended is over an energythreshold, determining that the vehicle is coupled to the chargestation; and if the energy expended is not over the energy threshold,determining that the vehicle is not coupled to the charge station.

According to another broad aspect, the present disclosure describes asystem for determining whether a vehicle is coupled to a charge station,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:measure energy expended by a pulse of power from the charge station tothe vehicle; if the energy expended is over an energy threshold,determining that the vehicle is coupled to the charge station; and ifthe energy expended is not over the energy threshold, determining thatthe vehicle is not coupled to the charge station.

The at least one processor and the at least one non-transitoryprocessor-readable storage medium may be carried by the charge station;and the instructions may further cause the charge station to output thepulse of power.

The at least one processor and the at least one non-transitoryprocessor-readable storage medium may be carried by the vehicle.

The at least one processor and the at least one non-transitoryprocessor-readable storage medium may be carried by an intermediatedevice operable to be coupled between the vehicle and the chargestation, where power provided from the charge station to the vehicle isprovided through the intermediate device.

According to another broad aspect, the present disclosure describes amethod of inferring whether a charge station is coupled to a vehicle,the method comprising: determining, by at least one processor, whether avehicle connection facet of the charge station is in a storageconfiguration; determining, by the at least one processor, whether thevehicle is positioned proximate the charge station; inferring that thecharge station is coupled to the vehicle if the vehicle connection facetis not in the storage configuration and if the vehicle is positionedproximate the charge station; and inferring that the charge station isnot coupled to the vehicle if the vehicle connection facet is in thestorage configuration or if the vehicle is not positioned proximate thecharge station.

Determining whether the vehicle is positioned proximate the chargestation may comprise: determining whether the vehicle is within athreshold distance of the charge station based on position data from aposition sensor of the vehicle.

Determining whether the vehicle is positioned proximate the chargestation may comprise: determining whether the vehicle is communicativelycoupled to a wireless network associated with the charge station basedon communication data received from a communication interface of thevehicle.

The method may further comprise determining whether a charge port coverof the vehicle is open; and inferring that the charge station is coupledto the vehicle may comprise: inferring that the charge station iscoupled to the vehicle if the vehicle connection facet is not in thestorage configuration, if the vehicle is positioned proximate the chargestation, and if the charge port cover of the vehicle is open. Inferringthat the charge station is not coupled to the vehicle may comprise:inferring that the charge station is not coupled to the vehicle if thevehicle connection facet is in the storage configuration or if thevehicle is not positioned proximate the charge station, and if thecharge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes asystem for inferring whether a charge station is coupled to a vehicle,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a vehicle connectionfacet of the charge station is in a storage configuration; determine, bythe at least one processor, whether the vehicle is positioned proximatethe charge station; infer, by the at least one processor, that thecharge station is coupled to the vehicle if the vehicle connection facetis not in the storage configuration and if the vehicle is positionedproximate the charge station; and infer, by the at least one processor,that the charge station is not coupled to the vehicle if the vehicleconnection facet is in the storage configuration or if the vehicle isnot positioned proximate the charge station.

The instructions which cause the at least one processor to determinewhether the vehicle is positioned proximate the charge station may causethe at least one processor to: determine whether the vehicle is within athreshold distance of the charge station based on positional data from aposition sensor of the vehicle.

The instructions which cause the at least one processor to determinewhether the vehicle is positioned proximate the charge station may causethe at least one processor to: determine whether the vehicle iscommunicatively coupled to a wireless network associated with the chargestation based on communication data from a communication interface ofthe vehicle.

The instructions may further cause the at least one processor todetermine whether a charge port cover of the vehicle is open; and theinstructions which cause the at least one processor to infer that thecharge station is coupled to the vehicle may cause the at least oneprocessor to: infer that the charge station is coupled to the vehicle ifthe vehicle connection facet is not in the storage configuration, if thevehicle is positioned proximate the charge station, and if the chargeport cover of the vehicle is open. The instructions which cause the atleast one processor to infer that the charge station is not coupled tothe vehicle may cause the at least one processor to: infer that thecharge station is not coupled to the vehicle if the vehicle connectionfacet is in the storage configuration or if the vehicle is notpositioned proximate the charge station, and if the charge port cover ofthe vehicle is not open.

The at least one processor and the at least one non-transitoryprocessor-readable storage medium may be carried by the vehicle. The atleast one processor and the at least one non-transitoryprocessor-readable storage medium may be remote from the vehicle.

According to another broad aspect, the present disclosure describes amethod of inferring whether a charge station is coupled to a vehicle,the method comprising: determining, by at least one processor, whether avehicle connection facet of the charge station is in a storageconfiguration and a time period since the vehicle connection facet ofthe charge station has changed between not being in the storageconfiguration and being in the storage configuration; determining, bythe at least one processor, whether the charge station has providedpower to the vehicle during the time period; inferring that the chargestation is coupled to the vehicle if the vehicle connection facet is notin the storage configuration and if the charge station has providedpower to the vehicle during the time period; and inferring that thecharge station is not coupled to the vehicle if the vehicle connectionfacet is in the storage configuration or if the charge station has notprovided power to the vehicle during the time period.

The method may further comprise determining whether a charge port coverof the vehicle is open; and inferring that the charge station is coupledto the vehicle may comprise: inferring that the charge station iscoupled to the vehicle if the vehicle connection facet is not in thestorage configuration, if the charge station has provided power to thevehicle during the time period, and if the charge port cover of thevehicle is open. Inferring that the charge station is not coupled to thevehicle may comprise: inferring that the charge station is not coupledto the vehicle if the vehicle connection facet is in the storageconfiguration or if the charge station has not provided power to thevehicle during the time period, and if the charge port cover of thevehicle is not open.

According to another broad aspect, the present disclosure describes asystem for inferring whether a charge station is coupled to a vehicle,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a vehicle connectionfacet of the charge station is in a storage configuration and a timeperiod since the vehicle connection facet of the charge station haschanged between not being in the storage configuration and being in thestorage configuration; determine, by the at least one processor, whetherthe charge station has provided power to the vehicle during the timeperiod; infer that the vehicle is coupled to the charge station if thevehicle connection facet is not in the storage configuration and if thecharge station has provided power to the vehicle during the time period;and infer that the vehicle is not coupled to the charge station if thevehicle connection facet is in the storage configuration or if thecharge station has not provided power to the vehicle during the timeperiod.

The instructions which cause the at least one processor to determinewhether the charge station has provided power to the vehicle during thetime period may cause the at least one processor to: determine whetherthe vehicle has received power from the charge station during the timeperiod based on charging data from a charge sensor of the vehicle.

The instructions which cause the at least one processor to determinewhether the charge station has provided power to the vehicle during thetime period may cause the at least one processor to: determine whetherthe charge station has provided power to the vehicle during the timeperiod based on charging data from a power output sensor of the chargestation.

The instructions may further cause the at least one processor todetermine whether a charge port cover of the vehicle is open; and theinstructions which cause the at least one processor to infer that thecharge station is coupled to the vehicle may cause the at least oneprocessor to: infer that the charge station is coupled to the vehicle ifthe vehicle connection facet is not in the storage configuration, if thecharge station has provided power to the vehicle during the time period,and if the charge port cover of the vehicle is open. The instructionswhich cause the at least one processor to infer that the charge stationis not coupled to the vehicle may cause the at least one processor to:infer that the charge station is not coupled to the vehicle if thevehicle connection facet is in the storage configuration or if thecharge station has not provided power to the vehicle during the timeperiod, and if the charge port cover of the vehicle is not open.

According to another broad aspect, the present disclosure describes amethod of inferring whether a charge station is coupled to a vehicle,the method comprising: determining, by at least one processor, whether avehicle connection facet of the charge station is in a storageconfiguration and a time period since the vehicle connection facet ofthe charge station has changed between not being in the storageconfiguration and being in the storage configuration; determining, bythe at least one processor, whether the vehicle has moved during thetime period based on movement data from the vehicle; inferring, by theat least one processor, that the charge station is coupled to thevehicle if the vehicle connection facet is not in the storageconfiguration and if the vehicle has not moved during the time period;and inferring, by the at least one processor, that the charge station isnot coupled to the vehicle if the vehicle connection facet is in thestorage configuration or if the vehicle has moved during the timeperiod.

The movement data may comprise data selected from a group consisting of:positional data indicating position of the vehicle over time; velocitydata indicating movement speed of the vehicle; and inertial dataindicating acceleration of the vehicle.

The method may further comprise determining whether a charge port coverof the vehicle is open; and inferring that the charge station is coupledto the vehicle may comprise: inferring that the charge station iscoupled to the vehicle if the vehicle connection facet is not in thestorage configuration, if the vehicle has not moved during the timeperiod, and if the charge port cover of the vehicle is open. Inferringthat the charge station is not coupled to the vehicle may comprise:inferring that the charge station is not coupled to the vehicle if thevehicle connection facet is in the storage configuration or if thevehicle has moved during the time period, and if the charge port coverof the vehicle is not open.

According to another broad aspect, the present disclosure describes asystem for inferring whether a charge station is coupled to a vehicle,the system comprising: at least one processor; and at least onenon-transitory processor-readable storage medium communicatively coupledto the at least one processor, wherein the at least one non-transitoryprocessor-readable storage medium has instructions stored thereon, whichwhen executed by the at least one processor, cause the system to:determine, by the at least one processor, whether a vehicle connectionfacet of the charge station is in a storage configuration and a timeperiod since the vehicle connection facet of the charge station haschanged between not being in the storage configuration and being in thestorage configuration; determine, by the at least one processor, whetherthe vehicle has moved during the time period based on movement data fromthe vehicle; infer, by the at least one processor, that the chargestation is coupled to the vehicle if the vehicle connection facet is notin the storage configuration and if the vehicle has not moved during thetime period; and infer, by the at least one processor, that the vehicleis not coupled to the charge station if the vehicle connection facet isin the storage configuration or if the vehicle has moved during the timeperiod.

The movement data may comprise data selected from a group consisting of:positional data indicating position of the vehicle over time; velocitydata indicating movement speed of the vehicle; and inertial dataindicating acceleration of the vehicle.

The instructions may further cause the at least one processor todetermine whether a charge port cover of the vehicle is open; and theinstructions which cause the at least one processor to infer that thecharge station is coupled to the vehicle may cause the at least oneprocessor to: infer that the charge station is coupled to the vehicle ifthe vehicle connection facet is not in the storage configuration, if thevehicle has not moved during the time period, and if the charge portcover of the vehicle is open. The instructions which cause the at leastone processor to infer that the charge station is not coupled to thevehicle may cause the at least one processor to: infer that the chargestation is not coupled to the vehicle if the vehicle connection facet isin the storage configuration or if the vehicle has moved during the timeperiod, and if the charge port cover of the vehicle is not open.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary non-limiting embodiments are described with reference to theaccompanying drawings in which:

FIGS. 1, 2, 3, and 4 are schematic diagrams of exemplary setups where avehicle battery is connected to a charge station to charge.

FIGS. 5, 6, and 7 are flowchart diagrams which illustrate methods ofcontrolling charging of a vehicle.

FIGS. 8, 9, 10, 11, 12, and 13 are charge plots which illustrateexemplary charging scenarios for a vehicle battery, with reference to acharge-adverse time period or a charge-restriction event.

FIGS. 14 and 15 are user interface diagrams for providing indications ofminimum charge-thresholds for restricting charging and for providingindications of charge-adverse time periods.

FIG. 16 is a schematic view of a system for controlling powerdistribution to a plurality of vehicles.

FIGS. 17, 18, 19, 20, and 21 are flowchart diagrams which illustratemethods of influencing or controlling charging of vehicles in thecontext of charge-restriction events.

FIG. 22 illustrates an exemplary user interface for setting minimumcharge thresholds for participation in charge-restriction events.

FIG. 23 is a flowchart diagram which illustrates a method of evaluatingand initiating a charge-restriction event.

FIG. 24 illustrates an operator interface for evaluating and initiatinga charge-restriction event.

FIG. 25A is a top view of a vehicle having an open charge port cover.FIG. 25B is a front view of a charge station.

FIG. 26 is a flowchart diagram which illustrates a method of inferringwhether a vehicle is connect to a charge station.

FIGS. 27 and 28 are top views of exemplary scenarios for determiningwhether a vehicle is proximate a charge station.

FIGS. 29, 30, 31, 32, 33, and 34 are flowchart diagrams which illustrateexemplary methods of inferring whether a vehicle is connected to acharge station.

DETAILED DESCRIPTION

The present disclosure details systems, methods, and devices forcontrolling or influencing charging patterns for vehicle batteries.

FIG. 1 is a schematic diagram of an exemplary charging system. FIG. 1illustrates a vehicle 100, having a battery 102, which can receiveelectrical energy (power) from an external power source by electricalpathway 104. “Electrical pathway” (sometimes shortened to “pathway”) asused throughout this disclosure refers to at least one electricallyconductive component which provides electrical coupling, such as wires,conductive traces, contacts, or any other appropriate electricallyconductive component. An electrical pathway can be a single electricallyconductive component (e.g. a single wire), but this is not necessarilythe case. For example, an electrical pathway could include a pluralityof wires, conductive traces, or contacts. Battery 102 stores receivedenergy.

In the example of FIG. 1 , the external power source is charge station110. Charge station 110 provides power to the vehicle 100 in a formatwhich can be received by vehicle 100 to charge battery 102. In theillustrated example, charge station 110 outputs power by electricalpathway 112 (illustrated as at least one wire) to an electrical couple114. Electrical couple 114 couples to vehicle 100 (e.g. by a couplinginterface such as a plug), to provide a pathway for energy to flow fromcharge station 110 to battery 102. Charge station 110 receives energyfor example from a power grid, solar panels, or any other appropriatesource of energy, and converts this energy to a format (e.g. voltage andamperage) acceptable to vehicle 100. Charge station 110 could forexample be installed at the vehicle owner's residence. As otherexamples, charge station 110 could be installed in a public locationsuch as a workplace, parking lot, shopping center, rest stop, or anyother appropriate location. Additionally, electrical pathway 112 is notlimited to being used to provide power to the vehicle. Electricalpathway 112 could also be used for communication of signals betweenvehicle 100 and charge station 110. To this end, electrical pathway 112can include a plurality of pathways, such as at least one pathway forprovision of power to battery 102, and at least one other pathway fortransmission of communication signals between vehicle 100 and chargestation 110.

FIG. 1 also illustrates charge station 110 as including at least oneprocessor 116, at least one non-transitory processor-readable storagemedium 118, and at least one sensor 119. Charge station 110 in FIG. 1 isa “smart charge station”, in that charge station 110 can do more thanjust provide energy to vehicle 100. For example, the at least oneprocessor 116 can monitor energy provided by charge station 110, monitorand/or analyze a state of connection of charge station 110 to vehicle100, and/or collect or prepare charge data. The at least one processor116 can prepare charge data including any of energy flow rate (power),amperage, voltage, time or duration of energy transfer, waveformsrepresenting a combination of attributes, or any other appropriate data.The at least one processor 116 can construct, format, process, orcompress the data as needed, or the at least one processor 116 canprepare raw data. Collection of raw data can be performed using anyappropriate hardware, such as the at least one sensor 119. The at leastone sensor 119 could include, as non-limiting examples, voltage orcurrent detection circuits, or any other appropriate hardware that cansense electrical attributes. The at least one sensor 119 could alsoinclude any appropriate sensor for collecting data regarding a state ofelectrical couple 114 (couple data). For example, the at least onesensor 119 could include a proximity sensor which detects whether theelectrical couple 114 is properly stowed away, which is indicative ofthe electrical couple not being connected to vehicle 100 (e.g., sensor119 could include a depression switch or contact circuit which istriggered by the electrical couple being stowed away). As anotherexample, the at least one sensor 119 could include a proximity sensorwhich detects whether the electrical couple 114 is connected to vehicle100 (e.g. a depression switch or electrical contact circuit which istriggered by the electrical couple being connected to vehicle 100).

Collected data can be stored in the at least one non-transitoryprocessor-readable storage medium 118. Further, the at least onenon-transitory processor-readable storage medium 118 can storeinstructions which, when executed by the at least one processor 116,cause the at least one processor 116 to prepare data (such as chargedata or sensor data).

In some implementations, charge station 110 can include at least onecommunication interface (such as wireless communication hardware, orwired communication hardware). For example, charge station 110 couldcouple to a vehicle owner's wireless (or wired) network. Charge station110 can communicate data, such as charge data or couple data, over thenetwork. Such an implementation is discussed in more detail later withreference to FIG. 3 .

FIG. 2 is a schematic view of an exemplary charging system similar tothat illustrated in FIG. 1 . Description of elements in FIG. 1 appliesto similarly numbered elements in FIG. 2 . FIG. 2 includes a vehicle 100and charge station 110 similar to as described in FIG. 1 . Onedifference between FIG. 2 and FIG. 1 is that in FIG. 2 , vehicle 100 isshown as including at least one processor 206, at least onenon-transitory processor-readable storage medium 208, and at least onesensor 209. The at least one processor 206 is similar to the at leastone processor 116, in that the at least one processor 206 can similarlymonitor energy provided by charge station 110, monitor and/or analyze astate of connection of charge station 110 to vehicle 100, and/or collector prepare charge data. The at least one non-transitoryprocessor-readable storage medium 208 is similar to the at least onenon-transitory processor-readable storage medium 118, in that the atleast one non-transitory processor readable storage medium 208 cansimilarly store instructions or data (such as charge data or coupledata). The at least one sensor 209 is similar to the at least one sensor119, in that the at least one sensor 209 can similarly monitor chargingand collect charge data, and/or can collect couple data regarding thestate of electrical couple 114. FIG. 2 highlights that collection and/oranalysis of charge data and/or couple data can occur in vehicle 100 (asopposed to in charge station 110 as in FIG. 1 ). However, this does notpreclude charge station 110 in FIG. 2 from being a “smart chargestation” similar to as in FIG. 1 , as appropriate for a givenapplication. For example, analysis of charge data or couple data couldbe performed by the at least one processor 206, and transmitted tocharge station 110 for review by a vehicle owner (or for furthertransmission, such as to a remote server). Such a transmission couldoccur over electrical pathway 112, or could occur via another pathway(such as wireless communication hardware in vehicle 100). As anotherexample, data collection could occur in vehicle 100 by the at least onesensor 209, with raw data being transmitted to the at least oneprocessor 116 for preparation or analysis. Vehicle 100 in FIG. 1 couldalso include at least one processor 206 and at least one non-transitoryprocessor-readable storage medium 208, as appropriate for a givenapplication.

FIG. 3 is a schematic view of an exemplary charging system similar tothat illustrated in FIGS. 1 and 2 . Description of elements in FIGS. 1and 2 applies to similarly numbered elements in FIG. 3 . FIG. 3 includesa vehicle 100 and charge station 110 similar to as described in FIGS. 1and 2 . One difference between FIG. 3 and FIGS. 1 and 2 is that in FIG.3 , a remote device 320 is illustrated (such as a remote server). Remotedevice 320 includes at least one processor 326 similar to the at leastone processor 116 and the at least one processor 206, in that the atleast one processor 326 can similarly analyze/process data such ascharge data and/or couple data. Remote device 320 includes at least onenon-transitory processor-readable storage medium 328 which is similar tothe at least one non-transitory processor-readable storage medium 118and the at least one non-transitory processor-readable storage medium208, in that the at least one non-transitory processor readable storagemedium 328 can similarly store instructions or data (such as charge dataor couple data). FIG. 3 illustrates the at least one sensor 119 and theat least one sensor 209, which can monitor charging and/or collect data(such as charge data or couple data) similar to as discussed above withreference to FIGS. 1 and 2 . In some implementations, collected data canbe transmitted from charge station 110 to remote device 320 bycommunication interface 322. Communication interface 322 can for examplebe a wired connection between charge station 110 and remote device 320.As another example, communication interface 322 can be a wirelessconnection between charge station 110 and remote device 320. Further,communication interface 322 can be direct as illustrated, or indirect.For example, charge station 110 can connect to a wireless network of avehicle owner's home (such as to a network router or hub), which in turnis connected to the internet. Remote device 320 can communicate with thehome wireless network by the internet.

Although not explicitly illustrated, communication interface 322 canalso be between vehicle 100 and remote device 320. For example, vehicle100 could communicate over a wireless or wired network at the home ofthe vehicle owner, such that data does not need to be communicatedthrough charge station 110.

Exemplary remote devices 320 could include a vehicle owner's personalcomputer, smartphone, or other device, or independently managed devicessuch as a data server of the vehicle manufacturer.

FIG. 3 highlights that analysis of data (such as couple data or chargedata) can occur remotely from vehicle 100 and charge station 110.However, this does not preclude charge station 110 in FIG. 3 from havingat least one processor 116 and at least one non-transitoryprocessor-readable storage medium 118 as in FIG. 1 , nor does itpreclude vehicle 100 from having at least one processor 206 and at leastone non-transitory processor-readable storage medium 208 as in FIG. 2 ,as appropriate for a given application. For example, preparation of datacould be performed by the at least one processor 116 in FIG. 1 or the atleast one processor 206 in FIG. 2 , said data subsequently beingtransmitted to remote device 320. Analysis of said data can then beperformed by the at least one processor 326 of remote device 320.

FIG. 4 is a schematic view of an exemplary charging system similar tothat illustrated in FIGS. 1, 2, and 3 . Description of elements in FIGS.1, 2, and 3 applies to similarly numbered elements in FIG. 4 . FIG. 4includes a vehicle 100 and charge station 110 similar to as described inFIGS. 1, 2 , and 3. One difference between FIG. 4 and FIGS. 1, 2, and 3is that in FIG. 4 , an intermediate device 430 is illustrated.Intermediate device 430 includes at least one processor 436 similar tothe at least one processor 116, the at least one processor 206, and theat least one processor 326, in that the at least one processor 436 cansimilarly monitor energy provided by charge station 110, monitor and/oranalyze a state of connection of charge station 110 to vehicle 100,and/or collect or prepare charge data. Intermediate device 430 includesat least one non-transitory processor-readable storage medium 438 whichis similar to the at least one non-transitory processor-readable storagemedium 118, the at least one non-transitory processor-readable storagemedium 208, and the at least one non-transitory processor-readablestorage medium 328, in that the at least one non-transitory processorreadable storage medium 438 can similarly store instructions or data(such as charge data or couple data). Intermediate device 430 includesat least one sensor 439 which is similar to the at least one sensor 119and the at least one sensor 209, in that the at least one sensor 439 cansimilarly monitor charging and collect charge data, and/or can collectcouple data regarding the state of electrical couple 114.

Intermediate device 430 is positioned intermediate to vehicle 100 andcharge station 110 (illustrated as being coupled between electricalcouple 114 and vehicle 100), such that energy provided by charge station110 to vehicle 100 passes through intermediate device 430. In this way,the at least one sensor 439 can monitor energy provided to vehicle 100,and collect charge data. The at least one sensor 439 can include anyappropriate sensors or hardware to enable this, such as voltage orcurrent sensing circuits. This charge data can be analyzed by the atleast one processor 436, or the at least one sensor 439 can provide thecharge data to another device for analysis (in some implementationsafter some preparation by the at least one processor 436, such ascompression for formatting). For example, intermediate device 430 couldalso include a communication interface, through which charge data istransmitted (e.g. to remote device 320 for analysis of vehicle batteryhealth as discussed in detail with reference to FIG. 5 ). Such acommunication interface could be wireless, or could be wired (e.g.through electrical pathway 112).

The at least one sensor 439 could include a proximity sensor whichdetects whether the electrical couple 114 is connected to vehicle 100.For example, the at least one sensor 439 could include a depressionswitch which is pressed in when the electrical couple is connected tovehicle 100. As another example, the at least one sensor 439 couldinclude an electrical contact circuit which is closed when theelectrical couple is connected to vehicle 100. Any other appropriateproximity or connection sensor could be included, which is indicative ofthe electrical couple 114 being connected to vehicle 100.

The inclusion of intermediate device 430 does not preclude chargestation 110 from including at least one processor 116 or at least onenon-transitory processor-readable storage medium 118 as in FIG. 1 , nordoes it preclude vehicle 100 from including at least one processor 206or at least one non-transitory processor-readable storage medium 208 asin FIG. 2 . However, intermediate device 430 provides a means forcollecting, preparing, analyzing, and/or transmitting data (such ascharge data or couple data), and is particularly useful when otherelements of the system lack such functionality. For example,intermediate device 430 is particularly useful for retrofitting systemswhich lack the ability to collect, prepare, analyze, and/or transmitcharge or couple data.

The concept of “energy capacity of a battery” (also called “batteryenergy capacity” or sometimes “battery capacity”) is discussedthroughout this application. Such battery energy capacity can refer tothe maximum possible amount of energy a battery can store (“total energycapacity”). However, some batteries degrade faster when they are chargedto the total energy capacity, and thus some batteries (or batterycharging systems) may be setup to only charge to a limited amount ofstored energy less than the total energy capacity (e.g. they may onlycharge to 80% of the total energy capacity). Similarly, some batteriesdegrade faster when charge thereof is depleted below a minimum chargedegradation threshold (e.g. 10% of the total energy capacity), and thussome batteries may be setup to only be usable when charge thereof isabove the minimum charge degradation threshold (e.g. they may only beusable above 10% of total energy capacity). In such cases where energystorage ranges for a battery are limited to prevent premature batterydegradation, “energy capacity” of a battery may refer to “usable energycapacity” of the battery (the capacity within which the battery can becharge and discharged), instead of the total energy capacity of thebattery. In the example where a battery or charging system is setup toonly charge to 80% of the total energy capacity, “energy capacity” ofthe battery may refer to the “usable energy capacity” of the battery(i.e. up to 80% of the total energy capacity of the battery). In theexample where a battery or charging system is setup to only be usable to10% of the total energy capacity of the battery, “energy capacity” ofthe battery may also refer to the “usable energy capacity” of thebattery (i.e. 10% of the total energy capacity of the battery andabove). In an example where a battery or charging system is setup toonly charge to 80% of the total energy capacity of the battery, and toonly be usable to 10% of the total energy capacity of the battery,“energy capacity” of the battery may refer to “usable energy capacity”of the battery (i.e. 10% of the total energy capacity of the battery upto 80% of the total energy capacity of the battery). One skilled in theart will appreciate that the examples of 10% and 80% mentioned above aremerely exemplary, and the exact usable limits of energy capacity for agiven battery can be determined and set as appropriate for a givenapplication. One skilled in the art will also appreciate that, unlesscontext dictates otherwise, uses of the terms “energy capacity of abattery”, “battery energy capacity”, “battery capacity”, or similar canbe applicable to total energy capacity or usable energy capacity.

Throughout this disclosure, reference is made to providing power (orenergy) to a battery of a vehicle (or batteries of vehicles), to chargesaid battery (or batteries). Reference to charging a “vehicle”encompasses the same concept, such that charging a vehicle meanscharging a battery of the vehicle.

FIG. 5 is a flowchart diagram which illustrates an exemplary method 500of controlling or influencing charging of any of the batteries describedherein. Method 500 as illustrated includes acts 502, 504, 506, 508, and510. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. The discussion of FIG. 5 isapplicable to any of vehicle 100, charge station 110, remote device 320,or intermediate device 430 as discussed with reference to any of FIGS.1, 2, 3, and 4 . The description is also applicable to any appropriatebattery charging setup or system. Any such vehicles, charge stations,devices, setups, or systems could include a control unit operable toperform the acts of method 500. With reference to the examplesillustrated in FIGS. 1, 2, 3, and 4 , any of the at least one processor116, 206, 326, or 436 could be such a control unit. Further, saidcontrol unit can be operated in accordance with instructions on at leastone non-transitory processor-readable storage medium to perform the actsof method 500. With reference to the examples illustrated in FIGS. 1, 2,3, and 4 , any of the at least one non-transitory processor-readablestorage medium 118, 208, 328, or 438 could have instructions storedthereon, which when executed by a respective at least one processorcause the respective vehicle, charge station, device, setup, or systemto perform the method 500.

In act 502, an indication of a minimum charge threshold Min_(T) for abattery is received. In some cases, this minimum charge threshold couldbe a minimum charge degradation threshold Min_(D) as discussed above. Insome cases, the minimum charge threshold can be decided and input by avehicle user (or owner). For example, a vehicle user may wish to,whenever possible, have a certain minimum amount of charge in thebattery to enable a certain distance of travel. As one example, avehicle user may set the minimum charge threshold at 50% of the batterycapacity.

An indication of a minimum charge threshold Min_(T) can be received byany appropriate means, such as those discussed later with reference toFIGS. 14 and 15 . In some implementations, a user can manually input atleast one indication of a minimum charge threshold Min_(T), by anappropriate input device. For example, any of vehicle 100, chargestation 110, remote device 320, or intermediate device 430 could have auser interface device (such as controls buttons, dials, a touchscreeninterface, or any other appropriate user input device), which a vehicleuser can use to input an indication of minimum charge threshold Min_(T).In other implementations, a minimum charge threshold Min_(T) could bereceived from a manufacturer of a vehicle or vehicle battery (e.g. inthe case where minimum charge threshold Min_(T) is set as the minimumcharge degradation threshold Min_(D)). For example, a vehiclemanufacturer could pre-load a minimum charge threshold Min_(T) on anon-transitory processor-readable storage medium of vehicle 100 (or acharge station 110, remote device 320, or intermediate device 430intended to be used with vehicle 100). As another example, a provider ofcharge station 110, remote device 320, or intermediate device 430 couldcome pre-loaded with a default minimum charge threshold Min_(T).

In act 504, an indication of a charge-adverse time period is received.Throughout this disclosure, the term “charge-adverse time period” refersto a period of time during which charging is less desirable than othertimes.

For example, in some locations monetary costs for electricity (power)are higher during certain time periods. In the City of Toronto forexample, three pricing periods exist for certain customers: Off-Peak (7PM to 7 AM Monday to Friday, and All-day Saturday and Sunday), Mid-Peak(7 AM to 11 AM and 5 PM to 7 PM Monday to Friday), and On-Peak (11 AM to5 PM Monday to Friday). Electricity provided during On-Peak periods ismore expensive than electricity provided during Mid-Peak periods, andelectricity provided during Mid-Peak periods is more expensive thanelectricity provided during Off-Peak periods. In this sense, On-Peakperiods are “charge-adverse time periods” compared to Mid-Peak andOff-Peak periods. Further, Mid-Peak periods are “charge-adverse timeperiods” compared to Off-Peak periods. One skilled in the art willappreciate that the described charge-adverse time periods are merelyexemplary, and can differ for different regions and differentelectricity providers. To save money, a vehicle user may wish to delaycharging of their vehicle until a non-charge-adverse time period.

As another example, available energy for charging may differ dependingon time of day. A vehicle user may charge their vehicle battery at alocation with solar panels (e.g. their residence may be equipped withsolar panels). Such solar panels only collect energy during daytime. Assuch, charging a vehicle overnight may risk depleting energy stored in abattery for the solar panel system. On the other hand, the solar panelsystem may collect more energy during daytime than can be stored in thebattery for the solar system. In this example, nighttime can be a“charge-adverse time period”.

An indication of a charge-adverse time period can be received by anyappropriate means, such as those discussed later with reference to FIGS.14 and 15 . In some implementations, a user can manually input at leastone indication of at least one charge-adverse time period, by anappropriate input device. For example, any of vehicle 100, chargestation 110, remote device 320, or intermediate device 430 could have auser interface device (such as controls buttons, dials, a touchscreeninterface, or any other appropriate user input device), which a vehicleuser can use to input an indication of a charge-adverse time period. Asanother example, any of vehicle 100, charge station 110, remote device320, or intermediate device 430 could communicate with a peripheraldevice (such as a smartphone, PDA, or other device), which a vehicleuser can use to input an indication of a charge-adverse time period.

In other implementations, at least one indication of at least onecharge-adverse time period can be received from a source other than thevehicle user. For example, an electricity provider may provide aschedule of charge-adverse time periods, which can be accessed by atleast one processor of any of vehicle 100, charge station 110, remotedevice 320, or intermediate device 430 to automatically receive at leastone indication of at least one charge-adverse time period. As anotherexample, a schedule of charge-adverse time-periods (e.g. delineated byregion) can be made available by a manufacturer or provider of any ofvehicle 100, charge station 110, remote device 320, or intermediatedevice 430, to be accessed by the same. As yet another example, aprovider of charge-management software for any of vehicle 100, chargestation 110, remote device 320, or intermediate device 430 could providesuch a schedule of charge-adverse time periods. In such examples, saidschedule or schedules could be available via the internet or othernetwork, for download by any of vehicle 100, charge station 110, remotedevice 320, or intermediate device 430 (via intermediate servers, asappropriate). In some implementations, any of vehicle 100, chargestation 110, remote device 320, or intermediate device 430 could comepre-loaded with at least one indication of at least one charge-adversetime period (e.g. a schedule of charge-adverse time periods can bestored on a non-transitory processor-readable storage medium of any ofvehicle 100, charge station 110, remote device 320, or intermediatedevice 430).

In act 502 and act 504, “receiving an indication of a minimum chargethreshold for a battery” and “receiving an indication of acharge-adverse time period” do not necessarily require the respectiveindication to come directly from a vehicle user or from an externalsource immediately prior to act 506 (discussed below). For example, atleast one respective indication can be stored in a non-transitoryprocessor-readable storage medium of vehicle 100, charge station 110,remote device 320, or intermediate device 430 in advance (e.g. at leastone respective indication can be input or downloaded during systemsetup, or at regular update intervals). When it comes time to makedecisions as in act 506 discussed below, the at least one respectiveindication can be retrieved from said non-transitory processor-readablestorage medium.

Any of vehicle 100, charge station 110, remote device 320, orintermediate device 430 can include a communication interface, by whichthe indication of a minimum charge threshold for a battery or theindication of a charge-adverse time period can be received. For example,any of vehicle 100, charge station 110, remote device 320, orintermediate device 430 could include communication hardware (e.g.wireless transmitters, wireless receivers, wireless transceivers, wiredinput and output port or lines) to communicate with a device whichstores the indication of a minimum charge threshold for a battery or theindication of a charge-adverse time period. Such a device could beaccessed for example over the internet, a local network, or by directcommunication. As another example, vehicle 100 can include acommunication interface to communicate with charge station 110, remotedevice 320, or intermediate device 430, which in turn communicates witha device which stores the indication of a minimum charge threshold for abattery or the indication of a charge-adverse time period (that is,communication can be indirect). Similarly, charge station 110 caninclude a communication interface to communicate with vehicle 100,remote device 320, or intermediate device 430 which in turn communicateswith a device which stores the indication of a minimum charge thresholdfor a battery or the indication of a charge-adverse time period.Similarly, intermediate device 430 can include a communication interfaceto communicate with vehicle 100, charge station 110, or remote device320, which in turn communicates with a device which stores theindication of a minimum charge threshold for a battery or the indicationof a charge-adverse time period.

In act 506, a determination is made as to whether a charge level of thevehicle battery is above the minimum charge threshold Min_(T) during thecharge-adverse period. If the charge level of the vehicle battery is NOTabove the minimum charge threshold Min_(T) during the charge-adverseperiod, method 500 proceeds to act 508. If the charge level of thevehicle battery IS above the minimum charge threshold Min_(T) during thecharge-adverse period, method 500 proceeds to act 510. In someimplementations, act 506 can be performed before the charge-adverse timeperiod, to determine whether the charge level of the battery will beabove the minimum charge level threshold during the charge adverse timeperiod.

In act 508, charging of the battery is enabled at a first charge rateduring the charge-adverse time period. The first charge rate could be,for example, an unrestricted charge rate (e.g. the maximum rate at whichthe vehicle battery can be charged without damage to the battery, or amaximum rate at which power can be provided by a charge station whichprovides power to the battery).

In act 510, charging of the battery is restricted to a second chargerate less than the first charge rate during the charge-adverse timeperiod. The second charge rate could be zero, for example (i.e.,charging is disabled), as discussed later with reference to FIGS. 8, 9,10, and 12 . The second charge rate could alternatively be greater thanzero, but less than the first charge rate, as discussed later withreference to FIG. 13 .

Acts 508 and 510 can be performed by different hardware depending on thenature of the system in which method 500 is implemented. With referenceto the system of FIG. 1 , the at least one processor 116 in chargestation 110 can act as a control unit, which enables charging (as in act508) or restricts charging (as in act 510), by controlling quantity ofpower provided by charge station 110 to vehicle 100. With reference tothe system of FIG. 2 , the at least one processor 206 in vehicle 100 canact as a control unit, which enables charging (as in act 508) orrestricts charging (as in act 510), by controlling quantity of powerwhich vehicles accepts from charge station 110. With reference to thesystem of FIG. 3 , the at least one processor 326 in remote device 320can act as a control unit, which enables charging (as in act 508) orrestricts charging (as in act 510), by instructing the at least oneprocessor 116 in charge station 110 to enable charging or restrictcharging by controlling provision of power from charge station 110, orby instructing the at least one processor 206 in vehicle 100 to enablecharging or restrict charging by controlling power accepted from chargestation 110. With reference to the system of FIG. 4 , the at least oneprocessor 436 in intermediate device 430 can act as a control unit,which enables charging (as in act 508) or restricts charging (as in act510), by controlling quantity of power which flows through intermediatedevice 430 from charge station 110 to vehicle 100. Regardless of thehardware, restricting charging as in act 510 can including disablingcharging by controlling flow of power such that no power is transferredto the vehicle, or can include restricting charging by controlling flowof power such that less power is transferred to the vehicle than thefirst charge rate.

Method 500 prevents or restricts charging of the vehicle battery duringa charge-adverse time period. This can save money (e.g. fortime-specific electricity costs), or can prevent excessive depletion ofpower stored externally to the vehicle (e.g. for solar power provisionsystems).

FIG. 6 is a flowchart diagram which illustrates an exemplary method 600of controlling or influencing charging of any of the batteries describedherein. Method 600 as illustrated includes acts 502, 504, 506, 508, and510 similarly to method 500, and method 600 also includes act 612. Oneskilled in the art will appreciate that additional acts could be added,acts could be removed, or acts could be reordered as appropriate for agiven application. Similar to FIG. 5 , the discussion of FIG. 6 isapplicable to any of vehicle 100, charge station 110, remote device 320,or intermediate device 430 as discussed with reference to any of FIGS.1, 2, 3, and 4 . The description is also applicable to any appropriatebattery charging setup or system. Any such vehicles, charge stations,devices, setups, or systems could include at least one processor and atleast one non-transitory processor-readable storage medium, the at leastone non-transitory processor-readable storage medium having instructionsstored thereon, wherein the instructions when executed by the at leastone processor cause the vehicle, charge station, device, setup, orsystem to perform the method 600.

Method 600 in FIG. 6 is similar to method 500 in FIG. 5 , and discussionof method 500 is applicable to method 600 unless context dictatesotherwise. One difference between method 600 in FIG. 6 and method 500 inFIG. 5 is that method 600 includes an additional act 612.

In act 612, charging of the battery is enabled at the first charge rateafter the charge-adverse time period, regardless of whether charging ofthe battery was enabled (as in act 508) or restricted (as in act 510)during the charge-adverse time period. This allows the battery to chargeoutside of the charge-adverse time period without restriction. Forexample, if charging of the battery is restricted to the second chargerate during the charge-adverse time period as in act 510, then chargingis enabled at the first charge rate as in act 612, this results incharging of the battery being at least partially delayed until after thecharge-adverse time period. Consequently, timing of battery charging canbe selectively controlled to occur at optimal times (times outside ofcharge-adverse time periods).

On the other hand, if charging of the battery is enabled at the firstcharge rate during the charge-adverse time period as in act 508, thencharging is enabled at the first charge rate as in act 612, the batterycan be charged during the charge-adverse time period to strive tomaintain a minimum charge level of the battery, and charging of thebattery can be completed (if needed) after the charge-adverse timeperiod ends.

Generally, during any of the methods discussed herein, the control unitcan be operable to monitor charge level of a battery continuously,periodically, or at regular intervals. In methods 500 and 600, act 506can be performed continuously, or at regular intervals (e.g. once perminute, five minutes, ten minutes, or any other appropriate interval)during a charge-adverse time period. If the determination of act 506changes during a charge-adverse time period, this can change whether act508 or act 510 is performed. For example, charging of a battery can berestricted starting at some point during a charge-adverse time periodother than the beginning of the charge-adverse time period if theminimum charge threshold Min_(T) is met part-way through thecharge-adverse time period. This is discussed in detail with referenceto FIG. 9 .

FIG. 7 is a flowchart diagram which illustrates an exemplary method 700of controlling or influencing charging of any of the batteries describedherein. Method 700 as illustrated includes acts 502, 504, 506, 508, and510 similarly to method 500, and method 700 also includes acts 712 and714. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. Similar to FIG. 5 , the discussionof FIG. 7 is applicable to any of vehicle 100, charge station 110,remote device 320, or intermediate device 430 as discussed withreference to any of FIGS. 1, 2, 3, and 4 . The description is alsoapplicable to any appropriate battery charging setup or system. Any suchvehicles, charge stations, devices, setups, or systems could include atleast one processor and at least one non-transitory processor-readablestorage medium, the at least one non-transitory processor-readablestorage medium having instructions stored thereon, wherein theinstructions when executed by the at least one processor cause thevehicle, charge station, device, setup, or system to perform the method700.

Method 700 in FIG. 7 is similar to method 500 in FIG. 5 , and discussionof method 500 is applicable to method 700 unless context dictatesotherwise. Further, method 700 could also be combined with method 600 asappropriate for a given application. One difference between method 700in FIG. 7 and method 500 in FIG. 5 is that method 700 includesadditional acts 712 and 714.

In act 712, an override input is received from a user. In response tothe override input, in act 714, charging of the battery is enabled atthe first charge rate during the charge-adverse time period, even thoughin act 506 the charge level of the battery was determined to be abovethe minimum charge threshold Min_(T). Acts 712 and 714 enable a user toforce charging of the vehicle battery even if charging conditions areadverse. For example, a user may have a road-trip planned, for whichthey need a full battery charge. They may provide an override input inorder to force charging of the vehicle battery during a charge-adversetime period to ensure that the vehicle battery has sufficient chargeprior to the road trip. This concept is discussed in more detail laterwith reference to FIGS. 10 and 11 . Such an override input could beprovided by a user via an interface of a vehicle 100, charging station110, remote device 320, or intermediate device 430.

FIGS. 8, 9, 10, 11, 12, and 13 are charge plots which illustrate severalexemplary charging scenarios for a vehicle battery, with reference to acharge-adverse time period. As discussed later, FIGS. 8, 9, 10, 11, 12,and 13 are also applicable to charge-restriction events. Though only asingle charge-adverse time period (or charge-restriction event) isillustrated, the concepts discussed regarding FIGS. 8, 9, 10, 11, 12,and 13 are applicable to any number of charge-adverse time periods (orcharge-restriction events). Each of FIGS. 8, 9, 10, 11, 12, and 13 showa charge level of a vehicle battery over time (as a black line tracingthrough each plot). Each of FIGS. 8, 9, 10, 11, 12, and 13 include thefollowing labels, which refer to concepts discussed above:

Min_(T) represents a minimum charge threshold of the battery.

Min_(D) represents a minimum charge degradation threshold of thebattery.

Max_(A) represents an absolute maximum energy storage capacity (totalenergy capacity) of a battery.

Max_(D) represents a usable maximum energy capacity of the battery setto prevent premature degradation as discussed above.

In the context of charge-adverse time periods, T_(S) represents a startof a charge-adverse time period, and T_(E) represents an end of thecharge-adverse time period. In the context of charge-restriction eventsas discussed later, T_(S) represents a start of a charge-restrictionevent, and T_(E) represents an end of the charge-restriction event.

In some implementations, Min_(T) equals Min_(D); that is, the minimumcharge threshold can be set as the minimum charge degradation threshold.In other implementations, a minimum charge degradation threshold Min_(D)may not be set. In some implementations, Max_(D) may not be set, suchthat the battery will charge all the way to Max_(A).

FIG. 8 illustrates an example where a vehicle battery is connected to apower source (e.g. charge station) prior to T_(S). Prior to T_(S),charging of the vehicle battery is enabled at a first rate (e.g. anunrestricted rate, such that the battery can charge as fast as possiblewithout damaging the vehicle, the battery, or the charge station), asindicated by the sloped solid line increasing prior to T_(S). At T_(S),the charge level of the battery is determined to be above the minimumcharge threshold Min_(T) in accordance with act 506 in method 500, 600,or 700 (or act 1706 discussed later with reference to FIGS. 17, 18 , and19). Consequently, charging of the battery is restricted to a secondcharge rate less than the first charge rate in accordance with act 510in methods 500, 600, and 700 (or act 1710 discussed later with referenceto FIGS. 17, 18, and 19 ). In the example of FIG. 8 , the second chargerate is zero, i.e. charging is disabled. The charge level of the batterystays above the minimum charge threshold Min_(T) until T_(E) (i.e. forthe duration of the charge-adverse time period or charge-restrictionevent). At T_(E), charging of the battery is enabled at the first chargerate (in accordance with act 612 in method 600, or act 1712 discussedlater with reference to FIG. 17 ), as shown in FIG. 8 by the sloped lineindicating increasing charge of the battery after T_(E). Once the chargelevel of the battery reaches the maximum threshold to prevent prematuredegradation Max_(D), charging of the battery stops. In case whereMax_(D) is not set, charging can continue to Max_(A).

In the example of FIG. 8 , unnecessary charging of the battery underadverse charging conditions or during a charge-restriction event isavoided.

FIG. 9 illustrates an example where a vehicle battery is connected to apower source (e.g. charge station) prior to T_(S). Prior to the start ofthe charge-adverse time period T_(S), charging of the vehicle battery isenabled at a first rate (e.g. an unrestricted rate, such that thebattery can charge as fast as possible without damaging the vehicle, thebattery, or the charge station), as indicated by the sloped solid lineincreasing prior to T_(S). At T_(S), the charge level of the battery isdetermined to be below the minimum charge threshold Min_(T) inaccordance with act 506 in method 500, 600, or 700 (or act 1706discussed later with reference to FIGS. 17, 18, and 19 ). Consequently,charging of the battery is enabled at the first charge rate during thecharge-adverse time period (or charge-restriction event), as indicatedby the sloped solid line increasing after T_(S), in accordance with act508 in methods 500, 600, and 700 (or act 1708 discussed later withreference to FIGS. 17, 18, and 19 ).

Act 506 (or act 1706 discussed later with reference to FIGS. 17, 18, 19) is performed continuously or at regular intervals during thecharge-adverse time period (or charge-restriction event), such that oncethe charge level of the battery reaches the minimum charge thresholdMin_(T) (highlighted by point 902), charging of the battery isrestricted to a second charge rate less than the first charge rate inaccordance with act 510 in methods 500, 600, and 700 (or act 1710discussed later with reference to FIGS. 17, 18, and 19 ). In the exampleof FIG. 9 , the second charge rate is zero, i.e. charging is disabled,as shown by the flat sold line during the charge-adverse time period.The charge level of the battery stays at or above the minimum chargethreshold Min_(T) until T_(E) (i.e. for the duration of thecharge-adverse time period or the charge-restriction event). At T_(E),charging of the battery is enabled at the first charge rate (inaccordance with act 612 in method 600 or act 1714 as discussed laterwith reference to FIG. 17 ), as shown in FIG. 9 by the sloped solid lineindicating increasing charge of the battery after T_(E). Once the chargelevel of the battery reaches the maximum threshold to prevent prematuredegradation Max_(D), charging of the battery stops. In cases whereMax_(D) is not set, charging can continue to Max_(A).

In the example of FIG. 9 , a minimum charge in the vehicle battery canbe reached to enable a certain degree of vehicle usability. Subsequentunnecessary charging of the battery under adverse charging conditions orduring a charge-restriction event is prevented.

FIG. 10 illustrates an example where a vehicle battery is connected to apower source (e.g. charge station) prior to T_(S). Prior to T_(S),charging of the vehicle battery is enabled at a first rate (e.g. anunrestricted rate, such that the battery can charge as fast as possiblewithout damaging the vehicle, the battery, or the charge station), asindicated by the sloped solid line increasing prior to T_(S). At T_(S),the charge level of the battery is determined to be above the minimumcharge threshold Min_(T) in accordance with act 506 in method 500, 600,or 700 (or act 1706 discussed later with reference to FIGS. 17, 18 , and19). Consequently, charging of the battery is restricted to a secondcharge rate less than the first charge rate in accordance with act 510in methods 500, 600, and 700 (or act 1710 discussed later with referenceto FIGS. 17, 18, and 19 ). In the example of FIG. 10 , the second chargerate is zero, i.e. charging is disabled.

At point 1002, an override input is received from a user as in act 712of method 700 (or act 1814 discussed later with reference to FIG. 18 ).In response to the override input, charging is enabled at the first rateduring the charge-adverse time period in accordance with act 714 ofmethod 700 (or during the charge-restriction event in accordance withact 1816 discussed later with reference to FIG. 18 ), as shown in FIG.10 by the sloped solid line indicating increasing charge of the batteryafter T_(S) and before T_(E). Once the charge level of the batteryreaches the maximum threshold to prevent premature degradation Max_(D),charging of the battery stops. In cases where Max_(D) is not set,charging can continue to Max_(A).

In the example of FIG. 10 , a user can override charging controls, tocharge the vehicle battery during a charge-adverse time period orcharge-restriction event, for situations where it is desirable topromptly charge the vehicle above the minimum charge threshold Min_(T).

FIG. 11 illustrates a plot which is similar to the plot illustrated inFIG. 10 . Unless context dictates otherwise, the description of FIG. 10is applicable to FIG. 11 . One difference between FIG. 11 and FIG. 10 isthat in FIG. 11 , the override input is received at point 1102 beforeT_(S) (instead of after as in FIG. 10 ). As a result, charging of thevehicle battery is not restricted to the second rate in the example ofFIG. 11 . That is, the user pre-empts the charging controls which wouldhave restricted charging of the battery, prior to such restrictiontaking place. Such an implementation provides a user with greaterflexibility and control over charging (e.g., they can provide theoverride input at a time convenient to them, without having to wait forthe charge-adverse time period or charge-restriction event to start).

FIG. 12 illustrates an example where a vehicle battery is connected to apower source (e.g. charge station) after T_(S) (shown as point 1202). Atpoint 1202, the charge level of the battery is determined to be abovethe minimum charge threshold Min_(T) in accordance with act 506 inmethod 500, 600, or 700 (or act 1706 as discussed later with referenceto FIGS. 17, 18, and 19 ). Consequently, charging of the battery isrestricted to a second charge rate less than the first charge rate inaccordance with act 510 in methods 500, 600, and 700 (or act 1710 asdiscussed later with reference to FIGS. 17, 18, and 19 ). In the exampleof FIG. 12 , the second charge rate is zero, i.e. charging is disabled.The charge level of the battery stays above the minimum charge thresholdMin_(T) until T_(E) (i.e. for the duration of the charge-adverse timeperiod or the charge-restriction event). At T_(E), charging of thebattery is enabled at the first charge rate (in accordance with act 612in method 600 or act 1714 discussed later with reference to FIG. 17 ),as shown in FIG. 12 by the sloped line indicating increasing charge ofthe battery after T_(E). Once the charge level of the battery reachesthe maximum threshold to prevent premature degradation Max_(D), chargingof the battery stops. In case where Max_(D) is not set, charging cancontinue to Max_(A).

FIG. 12 illustrates that charging does not need to occur at the firstcharge rate in order to be restricted to the second charge rate. Rather,charging can be restricted to the second charge rate upon connecting thevehicle battery to a power source.

FIG. 13 illustrates a plot which is similar to the plot illustrated inFIG. 8 . Unless context dictates otherwise, the description of FIG. 8 isapplicable to FIG. 13 . One difference between FIG. 13 and FIG. 8 isthat in FIG. 13 , the second charge rate is non-zero. That is, in FIG.13 , the vehicle battery is still charged during the charge-adverse timeperiod (or charge-restriction event), but at a slower rate such thatless energy is consumed. In any of the implementations discussed herein,the second charge rate can be non-zero.

FIGS. 14 and 15 illustrate exemplary user interfaces by which a user caninput an indication of at least one minimum charge threshold Min_(T)and/or an indication of at least one charge-adverse time period. Theinterfaces of FIGS. 14 and 15 could be presented via any appropriatedevice, including vehicle 100, charge station 110, remote device 320, orintermediate device 430. For example, the user interfaces could bepresented by screens built into said devices, with corresponding meansfor receiving user input (e.g. touchscreens, display screens and buttoninterfaces, etc.).

The user interface illustrated in FIG. 14 shows a current setting forminimum charge threshold for “High-Adverse Periods” 1410, which can beadjusted by the user using the up input 1414 or the down input 1412. Theuser interface illustrated in FIG. 14 also shows a current setting forminimum charge threshold for “Medium-Adverse Periods” 1420, which can beadjusted by the user using the up input 1424 or the down input 1422. Theuser interface illustrated in FIG. 14 also shows a current setting forminimum charge threshold for Charge-Restriction Events 1430, which canbe adjusted by the user using the up input 1434 or the down input 1432.“High-Adverse Periods” and “Medium-Adverse Periods” are discussed below,and “Charge-Restriction Events” are discussed later with reference toFIGS. 17, 18, 19, 20, 21, 22, 23, and 24 . Although the user controlsare illustrated as up and down buttons, any appropriate controls couldbe used, such as dials, sliders, typing a desired value, etc. Further,limits may be imposed on what extent to which a user can set minimumcharge thresholds. This can prevent user error in setting minimum chargethresholds. As one example, minimum charge thresholds may be constrainedto being set within 20% and 70% of the energy capacity of a battery. Ifa minimum charge threshold were set by a user to be too high (e.g. 90%)this would eliminate most of the benefits of controlled charging, and isindicative of likely input error. Similarly, if minimum charge thresholdwere to be set below a minimum charge degradation threshold for abattery, this could be harmful for the battery and/or prevent operationof the vehicle until the battery can charge after a charge-adverseperiod (e.g. this could be equivalent to setting the battery to notcharge ever during charge-adverse events), which is also indicative ofinput error because the intended advantages of setting a minimum chargethreshold are not being utilized.

Charging patterns for different adversity levels to charging (howadverse a particular period is to charging) can optionally be controlledindependently to improve flexibility for users. The example of FIG. 14illustrates setting separate minimum charge thresholds for “High-AdversePeriods” and “Medium-Adverse Periods”. Although not illustrated, a“Non-Adverse Period” or similar could also be included, for which aminimum charge threshold may not need be set, or could be set as themaximum usable energy storage capacity of the battery (e.g. there is noneed to restrict charging during the Non-Adverse Period). In the aboveexample for Toronto, “On-Peak” has the highest cost of energy, and thuscould be classified as a “High Adverse Period”. “Off-Peak” has a cost ofenergy which is the lowest possible, and thus could be classified as a“Non-Adverse Period”. “Mid-Peak” has a cost of energy which is betweenOn-Peak and Off-Peak, and thus could be classified as a “Medium-AdversePeriod”.

In the example of FIG. 14 , minimum charge threshold for High-AdversePeriods is set at 30%. This will provide a vehicle battery with enoughenergy for short trips (e.g. for emergency or basic convenience), butwill prevent charging the vehicle battery unnecessarily during a periodwhich is highly adverse to charging. Also in the example, minimum chargethreshold for Medium-Adverse Periods is set at 50%. This will provide avehicle battery with a balanced amount of energy, while avoiding someextra expense for charging during periods which are non-ideal forcharging. Setting minimum charge threshold for Charge-Restriction Eventsis discussed later with reference to FIG. 22 .

FIG. 15 illustrates an exemplary user interface by which a user canprovide an indication of charge-adverse time periods, and optionallyprovide an indication of minimum charge thresholds. Each row in theinterface of FIG. 15 represents a specified time period or schedule oftime periods. Each column in the interface of FIG. 15 represents aspecific aspect of time periods. In the example, column 1501 representslabels or names of time periods. As examples, these labels or names canbe manually input by a user, selected by a user from a list,pre-defined, or any other appropriate format. In the example, column1502 represents a day or days in which a given time period occurs. Asexamples, this day or these days could be days of the week, specificdates, holidays or non-holidays, or any other appropriate way ofdelineating days. In the example, column 1503 illustrates a time of dayin which a given time period occurs. As examples, times of day could bemanually input by a user, selected from a list of options, or any otherappropriate means. In the example, column 1504 illustrates an adversityclassification of a given time period. As examples, theseclassifications could be manually defined by the user, selected from alist, or any other appropriate means of generating classifications. Inthe example, column 1505 represents a minimum charge threshold set forthe time period. As an example, minimum charge thresholds could be setby a user similarly to as described with reference to FIG. 14 . Columns1504 and 1505 are optional alternatives that could be used together, butmay be implemented separately (i.e. a given implementation may have onlyone of column 1504 or column 1505).

The example illustrated in FIG. 15 corresponds to the time-of-use energypricing example in Toronto as discussed above. The user can input asmany rows represented schedules of time periods as needed.

In row 1511, a time period labelled “On-Peak” is input, which occurs onweekdays (Monday to Friday; may or may not include holidays asappropriate for a given situation) from 11 AM to 5 PM. As discussed inthe above example of Toronto, during this time period energy is at itsmost expensive, and so charge adversity is set to High. The minimumcharge threshold could be set as discussed with reference to FIG. 14 ,and subsequently the minimum charge threshold for the time periodspecified by row 1511 could be retrieved as needed based on the minimumcharge threshold set for time periods of the “High” charge-adversityclassification. Alternatively, a minimum charge threshold for theschedule of time periods specified by row 1511 can be specified directlyin column 1505, in this case 25%.

In row 1512, a time period labelled “Mid-Peak” is input, which occurs onweekdays (Monday to Friday; may or may not include holidays asappropriate for a given situation) from 7 AM to 11 AM and 5 PM to 7 PM.In the illustrated example, row 1512 includes two schedule time rangesin column 1503 (7 AM to 11 AM, and 5 PM to 7 PM); in alternativeimplementations, two separate rows can be input, with each rowspecifying one time range. As discussed in the above example of Toronto,during these time periods energy is more expensive than off-peak times,but less expensive that on-peak times, and so charge adversity is set toMedium. The minimum charge threshold could be set as discussed withreference to FIG. 14 , and subsequently the minimum charge threshold forthe time periods specified by row 1512 could be retrieved as neededbased on the minimum charge threshold set for time periods of the“Medium” charge-adversity classification. Alternatively, a minimumcharge threshold for the schedule of time periods specified by row 1512can be specified directly in column 1505, in this case 40%.

In rows 1513 and 1514, time periods labelled “Off-Peak” are input, whichoccur on weekdays (Monday to Friday; may or may not include holidays asappropriate for a given situation) from 7 PM to 7 AM, and all day onweekends. In the illustrated example, rows 1513 and 1514 each includeone scheduled time range; in alternative implementations, two separatetime ranges could be input in a single row, as in the example of row1512. As discussed in the above example of Toronto, during these timeperiods energy is at its lowest cost, and so charge adversity is set toNone (or Low). The minimum charge threshold could be set andsubsequently the minimum charge threshold for the time periods specifiedby rows 1513 and 1514 could be retrieved as needed based on the minimumcharge threshold set for time periods of the “None” charge-adversityclassification. As an alternative, as discussed with reference to FIG.14 above, no minimum charge threshold could be set, or no minimum chargethreshold could be needed/used for time periods of the “None”charge-adversity classification; in such time periods, the vehiclebattery is charged to its maximum usable energy capacity since there isno or little adversity to charging (relative to other time periods). Asanother alternative, a minimum charge threshold for the schedule of timeperiods specified by rows 1513 and 1514 can be specified directly incolumn 1505, in this case 100%.

In optional row 1515, no time period is shown as being input. Instead,an “Add New” control for adding a new time period is illustrated incolumn 1501, which a user can use to input time periods, if desired. Oneexample form of control for adding new time periods is illustrated (an“Add New” button), but in practice any appropriate form of control foradding time periods (positioned in any appropriate manner) could beused. In the illustrated example, each of the time periods in rows 1511,1512, 1513, and 1514 could have been adding by clicking the “Add New”control, and filling in the details in columns 1501, 1502, 1503, 1504,and 1505 for the respective row.

In view of setting different minimum charge thresholds for differentlevels of charge-adversity as in FIGS. 14 and 15 , act 506 in methods500, 600, and 700 can involve determining if the charge level of thebattery is above a minimum charge threshold as set for an adversitylevel for a charge-adverse time period.

FIG. 16 is a schematic view of a system for controlling powerdistribution to a plurality of vehicles. FIG. 16 shows a distributioncontrol device 1640, which includes at least one processor 1642, atleast one non-transitory processor-readable storage medium 1644, and acommunication interface 1646. Although illustrated as one device,distribution control device 1640 can include a plurality of devices, aplurality of processors 1642, a plurality of non-transitoryprocessor-readable storage mediums 1644, and/or a plurality ofcommunication interfaces 1646. Further, such a plurality of distributioncontrol devices can be in close proximity (e.g. in a central serverlocation), or can be distributed across different locations (e.g. asremote devices). Communication interface 1646 can be a wired or wirelessinterface, through which distribution control device 1640 communicateswith a plurality of control units which control charging for respectivevehicles. In the illustrated example, distribution control device 1640communicates with a control unit in a charge station 110 a coupled to avehicle 100 a, a control unit in a vehicle 100 b, a control unit in aremote device 320 coupled to a charge station 110 c or vehicle 100 c,and a control unit in an intermediate device 430 coupled to a vehicle100 d and a charge station 110 d. However, distribution control device1640 could communicate with any appropriate number of control units,such as one control unit, dozens of control units, hundreds of controlunits, thousands of control units, or even more control units. Theillustrated example shows a case of distribution control device 1640 incommunication with each of the charging systems illustrated in FIGS. 1,2, 3, and 4 , but in practice distribution control device 1640 cancommunicate with any appropriate charging system.

In the example illustrated in FIG. 16 , vehicle 100 a corresponds tovehicle 100 as discussed with reference to FIG. 1 , and discussion ofcomponents in FIG. 1 is applicable to similarly named components in FIG.16 . Vehicle 100 a includes a battery 102 a, which receives power from acharge station 110 a. Charge station 110 a includes the “control unit”for this example charging system, in that charge station 110 a includesat least one processor 116 and at least one non-transitory processorreadable storage medium 118, which control provision of power fromcharge station 110 a to battery 102 a of vehicle 100 a. Though notillustrated to avoid clutter, charge station 110 a also includes acommunication interface (such as a wireless transmitter, wirelessreceiver, wireless transceiver, or wired input and output ports orlines) by which charge station 110 a communicates with distributioncontrol device 1640.

In the example illustrated in FIG. 16 , vehicle 100 b corresponds tovehicle 100 as discussed with reference to FIG. 2 , and discussion ofcomponents in FIG. 2 is applicable to similarly named components in FIG.16 . Vehicle 100 b includes a battery 102 b, which receives power from acharge station 110 b. Vehicle 100 b includes the “control unit” for thisexample charging system, in that vehicle 100 b includes at least oneprocessor 206 and at least one non-transitory processor readable storagemedium 208, which control acquisition of power from charge station 110 bto battery 102 b of vehicle 100 b. Though not illustrated to avoidclutter, vehicle 100 b or charge station 110 b also include acommunication interface (such as a wireless transmitter, wirelessreceiver, wireless transceiver, or wired input and output ports orlines) by which vehicle 100 b communicates with distribution controldevice 1640 (directly from vehicle 100 b or indirectly via chargestation 110 b).

In the example illustrated in FIG. 16 , vehicle 100 c corresponds tovehicle 100 as discussed with reference to FIG. 3 , and discussion ofcomponents in FIG. 3 is applicable to similarly named components in FIG.16 . Vehicle 100 c includes a battery 102 c, which receives power from acharge station 110 c. Remote device 320 includes the “control unit” forthis example charging system, in that remote device 320 includes atleast one processor 326 and at least one non-transitory processorreadable storage medium 328, which control provision of power fromcharge station 110 c to battery 102 c of vehicle 100 c (e.g. byproviding control instructions to charge station 110 c or vehicle 100c). Though not illustrated to avoid clutter, remote device 320 includesa communication interface (such as a wireless transmitter, wirelessreceiver, wireless transceiver, or wired input and output ports orlines) by which remote device 320 communicates with distribution controldevice 1640. In the context of FIG. 16 , remote device 320 is called“remote” in that it is remote from vehicle 100 c and charge station 110c, as in FIG. 3 .

In the example illustrated in FIG. 16 , vehicle 100 d corresponds tovehicle 100 as discussed with reference to FIG. 4 , and discussion ofcomponents in FIG. 4 is applicable to similarly named components in FIG.16 . Vehicle 100 d includes a battery 102 d, which receives power from acharge station 110 d. Intermediate device 430 includes the “controlunit” for this example charging system, in that intermediate device 430includes at least one processor 436 and at least one non-transitoryprocessor readable storage medium 438, which control flow of power fromcharge station 110 d to battery 102 d of vehicle 100 d (e.g. bycontrolling power which is provided by charge station 110 d). Though notillustrated to avoid clutter, intermediate device 430 includes acommunication interface (such as a wireless transmitter, wirelessreceiver, wireless transceiver, or wired input and output ports orlines) by which intermediate device 430 communicates with distributioncontrol device 1640. In the context of FIG. 16 , intermediate device 430is called “intermediate” in that it is intermediate to vehicle 100 d andcharge station 110 d, as in FIG. 4 .

Each of the control units discussed with reference to FIG. 16 are shownas communicating directly with distribution control device 1640, butthis is not necessarily the case. For example, each of the control unitscan communicate with distribution control device 1640 indirectly throughthe internet or other network, where communication signals pass throughone or more intermediary servers or connection devices.

Unless context requires otherwise, generally acts of informationprocessing which are performed by distribution control device 1640 canbe performed by the at least one processor 1642.

At least FIGS. 17, 18, 19, 20, 21, 22, 23, and 24 discuss acts andmethods which can be performed by the components illustrated in FIG. 16, to control distribution of power.

FIG. 17 is a flowchart diagram which illustrates an exemplary method1700 performed by a control unit corresponding to a vehicle. Method 1700as illustrated includes acts 1702, 1704, 1706, 1708, 1710, 1712, and1714. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. With reference to the exampleillustrated in FIG. 16 , any of the at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, or 438 could haveinstructions stored thereon, which when executed by a respective atleast one processor cause the respective vehicle, charge station,device, setup, or system to perform the method 1700.

In act 1702, an indication of a minimum charge threshold Min_(T) for abattery is received. In some cases, this minimum charge threshold couldbe a minimum charge degradation threshold Min_(D) as discussed above. Anindication of a minimum charge threshold Min_(T) for a battery can bereceived similarly to as discussed above with reference to act 502 inmethod 500 illustrated in FIG. 5 . The above discussion of act 502 inFIG. 5 also applies to act 1702 in FIG. 17 .

In act 1704, an indication of a charge-restriction event is received.Throughout this disclosure, the term “charge-restriction event” refersto an event (period of time) where a supplier of power (e.g. utilitycompany or government entity) can solicit or control restrictions oncharging of vehicle batteries to limit power usage during thecharge-restriction event. This alleviates strain or burden on powerdistribution networks and infrastructure. A charge-restriction event canalternatively be called a “demand-response event” (DRE).Charge-restriction events can be scheduled, based on expected periods ofhigh power usage, or can be initiated as needed (such as an emergencyevent where power usage needs to be promptly decreased).

An indication of a charge-restriction event can be received by anyappropriate means. For example, an electricity provider may provide aschedule of charge-restriction events, or a notification service whichindicates upcoming charge-restriction events, which can be accessed byat least one processor of any of vehicle 100 b, charge station 110 a,remote device 320, or intermediate device 430 to automatically receivean indication of a charge-restriction event. As yet another example, aprovider of charge-management software or hardware for any of vehicle100 b, charge station 110 a, remote device 320, or intermediate device430 could provide such a schedule or notifications of charge-restrictionevents (e.g. an electricity provider could notify the provider ofcharge-management software or hardware of upcoming charge-restrictionevents, and the provider of charge-management software or hardware canprovide an indication (or indications) of a charge-restriction event (orcharge-restriction events). Said schedule or notifications ofcharge-restriction events could be available via the internet or othernetwork, for download by any of vehicle 100 b, charge station 110 a,remote device 320, or intermediate device 430 (via intermediate servers,as appropriate). Said schedule or notifications of charge-restrictionevents can also be sent directly to any of vehicle 100 b, charge station110 a, remote device 320, or intermediate device 430 (e.g. like pushnotifications). An indication of a charge restriction event can bedistributed (e.g. sent to control units corresponding to vehicles; madeaccessible to control units, etc.) by distribution control device 1640.

In acts 1702 and act 1704, “receiving an indication of a minimum chargethreshold for a battery” and “receiving an indication of acharge-restriction event” do not necessarily require the respectiveindication to come directly from a vehicle user or from an externalsource immediately prior to act 1706 (discussed below). For example, atleast one respective indication can be stored in a non-transitoryprocessor-readable storage medium of vehicle 100 b, charge station 110a, remote device 320, or intermediate device 430 in advance (e.g. anindication of minimum charge threshold can be input or downloaded duringsystem setup, or indications can be downloaded and stored at regularupdate intervals). When it comes time to make decisions as in act 1706discussed below, the at least one respective indication can be retrievedfrom said non-transitory processor-readable storage medium.

As mentioned above, vehicle 100 b, charge station 110 a, remote device320, or intermediate device 430 can include a respective communicationinterface, by which the indication of a charge-restriction event can bereceived. For example, any of vehicle 100 b, charge station 110 a,remote device 320, or intermediate device 430 could includecommunication hardware to communicate with the distribution controldevice 1640, to receive an indication of a charge-restriction event.Such communication can occur example over the internet, a local network,or by direct communication.

In act 1706, a determination is made as to whether a charge level of thevehicle battery is above the minimum charge threshold Min_(T) before anend of the charge-restriction event. In some implementations, this caninclude determining whether a charge level of the vehicle battery isabove the minimum charge threshold Min_(T) before a beginning of thecharge-restriction event, as discussed in detail with reference to FIG.19 below. In other implementations, this can include determining whethera charge level of the vehicle battery is above the minimum chargethreshold Min_(T) during the charge-restriction event, as discussed indetail with reference to FIG. 19 below. If the charge level of thevehicle battery is NOT above the minimum charge threshold Min_(T) beforean end of the charge-restriction event, method 1700 proceeds to act1708. If the charge level of the vehicle battery IS above the minimumcharge threshold Min_(T) before an end of the charge-restriction event,method 1700 proceeds to act 1710.

In act 1708, charging of the battery is enabled at a first charge rateduring the charge-restriction event. The first charge rate could be, forexample, an unrestricted charge rate (e.g. the maximum rate at which thevehicle battery can be charged without damage to the battery, or amaximum rate at which power can be provided by a charge station whichprovides power to the battery).

In act 1710, charging of the battery is restricted to a second chargerate less than the first charge rate during the charge-restrictionevent. The second charge rate could be zero, for example (i.e., chargingis disabled), as discussed with reference to FIGS. 8, 9, 10 and 12 . Thesecond charge rate could alternatively be greater than zero, but lessthan the first charge rate, as discussed with reference to FIG. 13 .

Acts 1708 and 1710 can be performed by different hardware depending onthe nature of the system in which method 1700 is implemented. Withreference to the charging system of vehicle 100 a in FIG. 16 , the atleast one processor 116 in charge station 110 a can act as a controlunit, which enables charging (as in act 1708) or restricts charging (asin act 1710), by controlling quantity of power provided by chargestation 110 a to vehicle 100 a. With reference to the charging system ofvehicle 100 b in FIG. 16 , the at least one processor 206 in vehicle 100b can act as a control unit, which enables charging (as in act 1708) orrestricts charging (as in act 1710), by controlling quantity of powerwhich vehicle 100 b accepts from charge station 110 a. With reference tothe charging system of vehicle 100 c in FIG. 16 , the at least oneprocessor 326 in remote device 320 can act as a control unit, whichenables charging (as in act 1708) or restricts charging (as in act1710), by instructing the at least one processor 116 in charge station110 c to enable charging or restrict charging by controlling provisionof power from charge station 110 c, or by instructing the at least oneprocessor 206 in vehicle 100 c to enable charging or restrict chargingby controlling power accepted from charge station 110 c. With referenceto the charging system of vehicle 100 d in FIG. 16 , the at least oneprocessor 436 in intermediate device 430 can act as a control unit,which enables charging (as in act 1708) or restricts charging (as in act1710), by controlling quantity of power which flows through intermediatedevice 430 from charge station 110 d to vehicle 100 d.

In act 1712, an indication of whether charging of the battery is enabledat the first charge rate or restricted to the second charge rate for thecharge-restriction event is transmitted, for example by a communicationinterface of any of vehicles 100 a, 100 b, 100 c, or 100 c 1; chargestations 110 a, 110 b, 110 c, or 110 d; remote device 320; orintermediate device 430. The indication of whether charging of thebattery is enabled at the first charge rate or restricted to the secondcharge rate is transmitted to distribution control device 1640 (directlyor indirectly), for allocation of rewards as discussed in detail withreference to FIGS. 20 and 21 below. Further, the indication of whethercharging of the battery is enabled at the first charge rate orrestricted to the second charge rate can be transmitted at anyappropriate time, including prior to a beginning of thecharge-restriction event, during the charge-restriction event, or afteran end of the charge-restriction event. Allocation of rewards can beperformed after the charge-restriction event, so the indication ofwhether charging of the battery is enabled at the first charge rate orrestricted to the second charge rate does not need to be transmitted inreal time.

In act 1714, charging of the battery is enabled at the first charge rateafter the charge-restriction event. That is, outside of thecharge-restriction event, charge rate of the vehicle battery is notrestricted.

Method 1700 provides a means for determining and communication whether avehicle participates in a charge-restriction event, which can be used toinform or audit allocation of rewards based on participation incharge-restriction events. FIGS. 8, 9, 10, 11, 12, and 13 discussedabove show exemplary charging scenarios which can play out in thecontext of method 1700.

FIG. 18 is a flowchart diagram which illustrates an exemplary method1800 performed by a control unit corresponding to a vehicle. Method 1800as illustrated includes acts 1702, 1704, 1706, 1708, and 1710 similarlyto method 1700, and method 1800 also includes acts 1812, 1814, and 1816.One skilled in the art will appreciate that additional acts could beadded, acts could be removed, or acts could be reordered as appropriatefor a given application. With reference to the example illustrated inFIG. 16 , any of the at least one non-transitory processor-readablestorage mediums 118, 208, 328, or 438 could have instructions storedthereon, which when executed by a respective at least one processorcause the respective vehicle, charge station, device, setup, or systemto perform the method 1800.

Acts 1702, 1704, 1706, 1708, and 1710 in method 1800 are similar to asin method 1700; description of these acts with reference to FIG. 17 isalso applicable to method 1800 in FIG. 18 .

In act 1812, an override input is received from a user (e.g. via a userinterface or peripheral device). In response to the override input, inact 1814, charging of the battery is enabled at the first charge rateduring the charge-restriction event, even though in act 1706 the chargelevel of the battery was determined to be above the minimum chargethreshold Min_(T). Acts 1812 and 1814 enable a user to force charging ofthe vehicle battery even during a charge-restriction event. For example,a user may have a road-trip planned, for which they need a full batterycharge. They may provide an override input in order to force charging ofthe vehicle battery during a charge-restriction event to ensure that thevehicle battery has sufficient charge prior to the road trip. Thisconcept is discussed in more detail with reference to FIGS. 10 and 11 .

In act 1816, an indication of when charging of the battery is enabled atthe first charge rate is transmitted by the communication interface.This indication of when charging of the battery is enabled at the firstcharge rate is received by the distribution control device 1640, fordetermination, adjustment, or proration of rewards allocated to a useror owner of the vehicle. In some implementations, if charging at thefirst rate was enabled partway through the charge-restriction event,rewards may be prorated to be allocated only for the portion of thecharge-restriction event for which charging was restricted to the secondrate (i.e., a proportional reward is allocated based on a proportion ofthe event for which charging is restricted). In other implementations,if charging was enabled at the first charge rate for any portion of thecharge-restriction event, rewards may not be allocated to the user forthe charge-restriction event (i.e., rewards may only be allocated incases where charge rate is restricted for the entirety of thecharge-restriction event). In some implementations, a proportionalreward is allocated based on a quantity of energy which is saved duringthe charge-restriction event by restricting charging of the battery tothe second charge rate instead of enabling charging of the battery atthe first charge rate. The quantity of energy can be approximated basedon a proportion of time of the charge-restriction event for whichcharging is restricted to the second charge rate, or a difference inenergy (or power) used during the charge-restriction event byrestricting charging to the second charge rate instead of enablingcharge rate at the first charge rate can be calculated. Determinationand allocation of rewards is described in greater detail with referenceto FIGS. 20 and 21 below.

FIGS. 10 and 11 discussed above show exemplary charging scenarios whichcan play out in the context of method 1800.

FIG. 19 is a flowchart diagram which illustrates an exemplary method1900 performed by a control unit corresponding to a vehicle. Method 1900as illustrated includes acts 1702, 1704, 1708, and 1710 similarly tomethod 1700, and method 1900 also includes acts 1906, 1912, 1914, 1916,1918, and 1920. One skilled in the art will appreciate that additionalacts could be added, acts could be removed, or acts could be reorderedas appropriate for a given application. With reference to the exampleillustrated in FIG. 16 , any of the at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, or 438 could haveinstructions stored thereon, which when executed by a respective atleast one processor cause the respective vehicle, charge station,device, setup, or system to perform the method 1900.

Acts 1702, 1704, 1708, and 1710 in method 1900 are similar to as inmethod 1700; description of these acts with reference to FIG. 17 arealso applicable to method 1900 in FIG. 19 .

Act 1906 in method 1900 is similar to act 1706 in method 1700, anddescription of act 1706 is applicable to act 1906 unless contextdictates otherwise. One difference between act 1906 and act 1706 is thatin act 1906 a charge level of the battery above the minimum chargethreshold is determined before a beginning of the charge-restrictionevent (instead of before an end of the charge-restriction event). Thisis because method 1900 includes act 1914 which pertains to making adetermination of whether the charge level is above the minimum chargethreshold during the charge-restriction event as discussed in detailedbelow.

In act 1912, charge level of the battery is monitored during charging ofthe battery by a control unit corresponding to the battery. In act 1914,a determination is made as to whether the charge level of the batterygoes above the minimum charge threshold during the charge-restrictionevent. If the charge level of the battery does not go above the minimumcharge threshold during the charge-restriction event, method 1900proceeds to act 1916, where charging of the battery is enabled at thefirst charge rate throughout the charge-restriction event. If the chargelevel of the battery goes above the minimum charge threshold during thecharge-restriction event, method 1900 proceeds to act 1918, wherecharging of the battery is restricted to the second charge rate until anend of the charge-restriction event. That is, partway through thecharge-restriction event, charging of the battery can be restricted tothe second charge rate once the minimum charge threshold is met. Acts1912 and 1914 can be performed continuously, repeatedly, or periodically(e.g. a regular intervals) during the charge-restriction event, so thatcharge rate can be restricted to the second charge rate shortly afterthe minimum charge threshold is met.

In act 1920, an indication of when charging of the battery is restrictedto the second charge rate is transmitted by the communication interface.This indication of when charging of the battery is restricted to thesecond charge rate is received by the distribution control device 1640,for determination or adjustment of rewards allocated to the user. Insome implementations, if charging was restricted to the second chargerate partway through the charge-restriction event, rewards may beprorated to be allocated only for the portion of the charge-restrictionevent for which charging was restricted to the second rate (i.e., aproportional reward is allocated based on a proportion of the event forwhich charging is restricted). In other implementations, if charging wasenabled at the first rate for any portion of the charge-restrictionevent, rewards may not be allocated to the user for thecharge-restriction event (i.e., rewards may only be allocated in caseswhere charge rate is restricted for the entirety of thecharge-restriction event). However, in such an implementation whereprorated rewards are not allocated, a control unit may be programmed toonly determine whether a charge level of the battery is above theminimum charge threshold before the beginning of the charge-restrictionevent, so that the vehicle may be charged at the first charge ratethroughout the charge-restriction event (even if the charge level goesabove the minimum charge threshold), since no rewards will be issued forpartial participation in the charge-restriction event. In someimplementations, a proportional reward is allocated based on a quantityof energy which is saved during the charge-restriction event byrestricting charging of the battery to the second charge rate instead ofenabling charging of the battery at the first charge rate. The quantityof energy can be approximated based on a proportion of time of thecharge-restriction event for which charging is restricted to the secondcharge rate, or a difference in energy (or power) used during thecharge-restriction event by restricting charging to the second chargerate instead of enabling charge rate at the first charge rate can becalculated. Determination and allocation of rewards is described ingreater detail with reference to FIGS. 20 and 21 below.

FIG. 9 discussed above shows an exemplary charging scenario which canplay out in the context of method 1900.

In some implementations, restricting charging to the second charge rate,as in acts 1710 and 1918 discussed with reference to FIGS. 17, 18, and19 above, entails restricting charging to a charge rate of zero (i.e.disabling charging) as shown in the examples of FIGS. 8, 9, 10, and 12discussed above. In other implementations, restricting charging to thesecond charge rate, as in acts 1710 and 1918 discussed with reference toFIGS. 17, 18, and 19 above, entails restricting charging to a chargerate greater than zero but less than the first charge rate, as shown inthe examples of FIG. 13 discussed above.

FIG. 20 is a flowchart diagram which illustrates an exemplary method2000 performed by distribution control device 1640. Method 2000 asillustrated includes acts 2002, 2004, and 2006. One skilled in the artwill appreciate that additional acts could be added, acts could beremoved, or acts could be reordered as appropriate for a givenapplication. With reference to the example illustrated in FIG. 16 , theat least one non-transitory processor-readable storage medium 1644 couldhave instructions stored thereon, which when executed by the at leastone processor 1642 cause the distribution control device 1640 to performthe method 2000.

In act 2002, an indication of a charge-restriction event is transmittedto a plurality of control units which control charging of batteries ofrespective vehicle (in the example of FIG. 16 , charge station 110 a,vehicle 100 b, remote device 320, and intermediate device 430 comprisesuch control units). As mentioned above, the term “charge-restrictionevent” refers to an event (period of time) where a supplier of power(e.g. utility company or government entity) can solicit or controlrestrictions on charging of vehicle batteries to limit power usageduring the charge-restriction event. This alleviates strain or burden onpower distribution networks and infrastructure. A charge-restrictionevent can alternatively be called a “demand-response event” (DRE).Charge-restriction events can be scheduled, based on expected periods ofhigh power usage, or can be initiated as needed (such as an emergencyevent where power usage needs to be promptly decreased).

An indication of a charge-restriction event can be transmitted by anyappropriate means. For example, as described above, an electricityprovider may provide a schedule of charge-restriction events, or anotification service which indicates upcoming charge-restriction events,which can be accessed by at least one processor of any of vehicle 100 b,charge station 110 a, remote device 320, or intermediate device 430. Asyet another example, a provider of charge-management software orhardware for any of vehicle 100 b, charge station 110 a, remote device320, or intermediate device 430 could provide (transmit) such a scheduleor notifications of charge-restriction events (e.g. an electricityprovider could notify the provider of charge-management software orhardware of upcoming charge-restriction events, and the provider ofcharge-management software or hardware can provide an indication (orindications) of a charge-restriction event (or charge restrictionevents)). Said schedule or notifications of charge-restriction eventscan also be transmitted directly to any of vehicle 100 b, charge station110 a, remote device 320, or intermediate device 430 (e.g. like pushnotifications). An indication of a charge restriction event can bedistributed (e.g. sent to control units corresponding to vehicles; madeaccessible to control units, etc.) by distribution control device 1640.

In act 2004, the distribution control device 1640 receives, from eachcontrol unit of a set of control units of the plurality of controlunits, a respective indication of participation in thecharge-restriction event by a respective vehicle, wherein indication ofparticipation in the charge-restriction event is indicative of a chargerate of a battery of the respective vehicle being restricted from afirst charge rate outside of the charge restriction event to a secondcharge rate less than the first charge rate during thecharge-restriction event. Such an indication can be transmitted from acontrol unit as in act 1714 in method 1700 as discussed with referenceto FIG. 17 above. That is, in accordance with method 1700 in FIG. 17 , acontrol unit of a vehicle can determine whether a vehicle participatesin a charge-restriction event based on a minimum charge threshold for abattery of the vehicle, and transmit an indication of participation todistribution control device 1640. Receiving an indication from eachcontrol unit of a set of control units of the plurality of control unitsrefers to receiving respective indications from vehicles whichparticipated in the charge-restriction event (the set of vehicles, whichis not required to be the entire plurality of vehicles), but does notrequire that other vehicles provide an indication of non-participationin the event (although such indications of non-participation could bereceived in an optional implementation).

In act 2006, the distribution control device 1640 allocates a respectivereward for a respective recipient for each vehicle (e.g. a respectiveowner for each vehicle) for which an indication of participation in thecharge-restriction event was received, each reward based on a quantityof energy which is saved during the charge-restriction event by therespective vehicle restricting charge rate to the second charge rateinstead of enabling charging of the battery at the first charge rate.Allocating a reward provides incentive for recipients (e.g. vehicleowners) to participate in charge-restriction events, thereby reducingpower usage during charge-restriction events and saving the powerdistribution entity power capacity at crucial times. “Allocating areward” can include, as non-limiting examples, providing any appropriateincentive or bonus to a recipient, such as: providing monetary funds(money), providing credit (reduction on a future bill), providingcoupons, providing discounts, or providing extra services to a recipientassociated with the vehicle which participated in the charge-restrictionevent.

FIG. 21 is a flowchart diagram which illustrates an exemplary method2100 performed by distribution control device 1640. Method 2100 asillustrated includes acts 2002, 2004, and 2006, similarly to method2000, and method 2100 also includes acts 2108 and 2110. One skilled inthe art will appreciate that additional acts could be added, acts couldbe removed, or acts could be reordered as appropriate for a givenapplication. With reference to the example illustrated in FIG. 16 , theat least one non-transitory processor-readable storage medium 1644 couldhave instructions stored thereon, which when executed by the at leastone processor 1642 cause the distribution control device 1640 to performthe method 2100.

Acts 2002, 2004, and 2006 in method 2100 are similar to as in method2000; description of these acts with reference to FIG. 20 is alsoapplicable to method 2100 in FIG. 21 .

In act 2108, distribution control device 1640 receives an indication ofpartial participation in the charge-restriction event by a respectivevehicle. Partial participation refers to when charge rate of a batteryof the respective vehicle is restricted to the second charge rate foronly a portion of the charge-restriction event. As one example, method1800 in FIG. 18 discussed above describes an example where a user canoverride restriction of charging to the second charge rate, such thatthe battery is charged at the first charge rate thereafter. In thisexample, the vehicle can be considered as having participated in thecharge-restriction event until the charge rate was enabled at the firstcharge rate during the charge-restriction event. As another example,method 1900 in FIG. 19 discussed above describes an example wherecharging of the battery is restricted to the second charge rate partwaythrough the charge-restriction event, in response to the charge level ofthe battery going above the minimum charge threshold. In both examples,charging of the vehicle battery was not restricted to the second chargerate for the entire charge-restriction event, and hence the vehicle has“partially” participated in the charge-restriction event.

The amount of rewards allocated to a recipient can be determined in anyappropriate way. In some implementations, energy savings by the vehiclebeing restricted to the second charge rate for the charge-restrictionevent (compared to the vehicle charging at the first charge rate) can becalculated. For example, if the first charge rate is 7 kilowatts (kW),and the second charge rate is 0 kW, and the charge-restriction event isone hour long, than a vehicle (Vehicle A) which fully participates inthe charge-restriction event will save 7 kWh (kilowatt-hours) of energy.In this example, if a vehicle (Vehicle B) participates in only 30minutes (0.5 hours) of the charge-restriction event, only 3.5 kWh ofenergy will be saved, and thus an allocated reward may be a proratedreward (e.g. half the reward allocated to Vehicle A), a lesser reward,or no reward at all compared to Vehicle A which fully participates inthe charge event. In other implementations, calculations can besimplified by allocating reward based on proportion of time a vehicleparticipates in a charge event. In the above example, the distributioncontrol device 1640 can determine that Vehicle A participated fully inthe charge-restriction event and is entitled to full rewards, whereasVehicle B participated in only half of the charge-restriction event, andis thus only entitled to half the rewards compared to Vehicle A. In yetother implementations, rewards can be allocated based on saved capacityfor a given time. In the above example, Vehicle A saves 7 kW of capacityfor the entire event, whereas Vehicle B saves 7 kW of capacity for 30minutes of the event. This can result in partial rewards not beingexactly equivalent to partial rewards calculated based on total energysaved over the course of the event. For example, different time segmentsof the charge-restriction event may have different “reward values”; thatis, power capacity saved during one portion of the event may receivehigher rewards than power capacity saved during another time portion ofthe event. Rewards could be higher during a “peak” portion of the eventwhere power capacity savings are most valuable.

In some implementations, allocation of rewards may be based on actualenergy saved. For example, a vehicle may be fully charged prior to acharge-restriction event, such that restricting charging of the vehicleto the second charge rate does not save any actual energy (since thevehicle would not charge at the first charge rate anyway). As such, thedistribution control device 1640 may not receive an indication of actualrestriction of charge rate to the second charge rate (since charge ratewas effectively zero anyway), and thus no rewards may be allocated forparticipation in the charge-restriction event. This model saves arewards provider or power distributor expense for cases where no actualenergy is saved. However, such an arrangement may frustrate rewardrecipients (e.g. vehicle owners/users) who's charging schedules don'tnecessarily align with common charge-restriction events, as they willreceive less rewards. This may prevent potential recipients from signingup or staying signed up with a rewards program.

In other implementations, allocation of rewards may be based on acalculated “possible” energy saved, regardless of whether actual energysaved actually equals the calculated possible energy saved. For example,a vehicle may be fully charged prior to a charge-restriction event, suchthat restricting charging of the vehicle to the second charge rate doesnot save any actual energy (since the vehicle would not charge at thefirst charge rate anyway). Nonetheless, “possible” energy saved can becalculated by determining how much energy the vehicle would use if itcharged at the first charge rate for the duration of thecharge-restriction event, and subtracting an amount of energy thevehicle would use if it charged at the second charge rate for theduration of the charge-restriction event. By rewarding recipients (e.g.vehicle owners/users) based on possible energy saved, more recipientsare incentivized to enter into rewards programs (even if their usualcharging schedules don't necessarily align with commoncharge-restriction events). However, expense on the reward program orpower distribution company are higher because rewards are beingallocated even when power isn't actually being saved.

Whether allocation of rewards is based on actual energy saved orpossible energy saved should be chosen as appropriate for a givenapplication or scenario.

In addition to the acts in methods 2000 and 2100 discussed withreference to FIGS. 20 and 21 , the distribution control device 1640 canalso transmit (distribute) helpful information to recipients (e.g.vehicle owners/users). For example, distribution control device 1640 cantransmit or make available a schedule of upcoming charge-restrictionevents to be presented to recipients. As another example, distributioncontrol device 1640 can transmit or make available, to a control unitassociated with a given vehicle, an indication of the given vehicle'sparticipation in past charge-restriction events.

FIG. 22 illustrates an exemplary user interface by which a user caninput an indication of at least one minimum charge threshold Min_(T).The interface of FIG. 22 could be presented via any appropriate device,including any of vehicles 100 a, 100 b, 100 c, or 100 d; any of chargestations 110 a, 110 b, 110 c, or 110 d; remote device 320, intermediatedevice 430, or any peripheral device, as discussed for example withreference to FIG. 16 . For example, the user interface could bepresented by screens built into said devices, with corresponding meansfor receiving user input (e.g. touchscreens, display screens and buttoninterfaces, etc.), or the user interfaces could be presented by aperipheral device such as a smartphone or tablet in communication withsaid devices.

The user interface illustrated in FIG. 22 shows a current setting forminimum charge threshold for automatically opting intocharge-restriction events 2210, which can be adjusted by the user usingthe up input 2214 or the down input 2212. The user interface illustratedin FIG. 22 also shows a current setting for minimum charge threshold forautomatically opting into emergency charge-restriction events 2220,which can be adjusted by the user using the up input 2224 or the downinput 2222. The difference between a charge-restriction event and anemergency charge-restriction event can be an amount of advance noticeprior to the event. For example, a charge-restriction event can beplanned in advance based on expected peaks in power usage, such thatrecipients (e.g. vehicle owners/users) have plenty of time to planaround the charge-restriction event (e.g. by charging their vehiclebattery in advance, or not planning to drive immediately after theevent). An emergency charge-restriction event can be initiated withlittle to no advance warning, such as when a power supplier faces anunexpected surge in power usage. Such emergency events leave little timefor recipients to plan around the event, and as such minimum chargethreshold for such emergency events can be set higher, to reduce therisk that recipients are caught off guard by unexpected lack of chargein their vehicle. Alternatively, such emergency charge-restrictionevents can be limited to require manual indication of participation by arecipient; that is, the user may need to explicitly indicate that theyagree to participate in an emergency charge-restriction event, insteadof the control unit associated with their vehicle automaticallyparticipating based on a minimum charge-threshold.

The user interface in FIG. 22 also shows upcoming charge restrictionevents, so that the recipient may plan around such events. Further,although the interface in FIG. 22 shows up and down controls forinputting minimum charge thresholds, any appropriate form of input couldbe used, such as sliders, dials, typing in a desired value, etcetera.

FIG. 23 is a flowchart diagram which illustrates an exemplary method2300 performed by distribution control device 1640. Method 2300 asillustrated includes acts 2302, 2304, and 2306. One skilled in the artwill appreciate that additional acts could be added, acts could beremoved, or acts could be reordered as appropriate for a givenapplication. With reference to the example illustrated in FIG. 16 , theat least one non-transitory processor-readable storage medium 1644 couldhave instructions stored thereon, which when executed by the at leastone processor 1642 cause the distribution control device 1640 to performthe method 2300.

In act 2302, a quantity of a plurality of vehicles expected to beconnected to respective charge stations during a first time period isdetermined (e.g. by the at least one processor 1642). That is, there isa plurality of vehicles, and of this plurality of vehicles, a quantityof vehicles expected to be connected to respective charge stationsduring a first time period is determined. The plurality of vehiclescould include a number of vehicles such as any of vehicles 100 a, 100 b,100 c, 100 d, or any other appropriate number or type of vehicles. Theplurality of vehicles could for example be vehicles which normallyconnect to charge stations serviced by particular power distributionsystems. As an example, the plurality of vehicles could be vehiclestypically connected to charge stations within a neighborhood serviced bya common power transformer. As another example, the plurality ofvehicles could be vehicles typically connected to charge stations withina region where power is supplied by a common power facility (i.e., acommon source of power). It is desirable to determine a quantity ofvehicles of the plurality of vehicles expected to be connected torespective charge stations (e.g. how much load is expected on the powersupply system), to inform decision-making regarding implementation ofcharge-restriction events as discussed later.

Act 2302 can include determining a quantity of a plurality of vehicleswhich are presently connected to respective charge stations based onconnection data indicative of connection between each vehicle of theplurality of vehicles and a respective charge station. In the example ofFIG. 16 , connection data for each of vehicles 100 a, 100 b, 100 c, and100 d can be sent to distribution control device 1640. Such connectiondata can be sent by the respective vehicles themselves, by chargestations (e.g. charge station 110 a), by remote devices (e.g. remotedevice 320), or by intermediate devices (e.g. intermediate device 430).In some implementations, connection data includes an explicit indicationof whether a given vehicle is connected to a respective charge station(e.g., any of processor 116, 206, 326, or 436 can processor sensor data,charge data, or similar data to determine whether a vehicle is connectedto a respective charge station, and a result of the processing is sentto distribution control device 1640). In other implementations,connection data includes context data of a given vehicle, from which aninference can be made as to whether the given vehicle is connected to arespective charge station. Detailed implementations for determiningwhether a given vehicle is connected to a respective charge station arediscussed later with reference to FIGS. 25, 26, 27, 28, 29, 30, 31, 32,33, and 34 , and are fully applicable in the context of method 2300illustrated in FIG. 23 . Determining whether a given vehicle isconnected to a respective charge station as discussed with reference toFIGS. 25, 26, 27, 28, 29, 30, 31, 32, 33, and 34 can be performed by theat least one processor 1642.

In some implementations, act 2302 can comprise the at least oneprocessor 1642 determining whether each vehicle in the plurality ofvehicles is presently connected to a respective charging station. Insome examples, connection data may only be sent to distribution controldevice 1640 for vehicles which are connected to a respective chargingstation. In such examples, the distribution control device 1640 caninfer that vehicles for which connection data is not received are notpresently connected to respective charging stations. In this example,“quantity of the plurality of vehicles expected to be connected torespective charge stations” refers to the expectation that vehicleswhich are presently connected to respective charge stations will stayconnected until the first time period, and that additional vehicles willnot connect to respective charge stations by the first time period. Thisexpectation can be reasonably accurate, particularly when the first timeperiod is soon, but can be improved upon for greater accuracy.

In other implementations, act 2302 can comprise estimating the quantityof the plurality of vehicles which are expected to be connected based onhistorical connection data indicative of connection between each vehicleof the plurality of vehicles and a respective charge station. Forexample, each vehicle of the plurality of vehicles can be associatedwith a respective schedule indicative of when the vehicle is typicallyconnected to a respective charge station. Such a schedule can be learnedand refined by a machine learning algorithm over time. In this example,“quantity of the plurality of vehicles expected to be connected torespective charge stations” refers to a quantity of the plurality ofvehicles which are likely to be connected to respective chargingstations based on respective schedules for the vehicles.

Advantageously, real-time connection data for each vehicle is not neededwhen act 2302 is performed based on historical data or schedules.Instead, connection data for each vehicle could be received bydistribution control device 1640 when available or at regular intervals,to inform or refine a schedule for the respective vehicle.

In act 2304, a quantity of preventable power usage is determined (e.g.by the at least one processor 1642), where the preventable power usagerefers to power that can be saved (or at least usage of power can bedeferred to a later time) by restricting charging of respectivebatteries of the quantity of the plurality of vehicles during the firsttime period, from a first charge rate outside of the first time periodto a second charge rate less than the first charge rate during the firsttime period. This preventable power usage could be determined by summinga difference between power usage for each vehicle at the first chargerate and power usage for each vehicle at the second rate. Preventablepower usage can also be used to determine preventable energy usage, bytabulating preventable power usage over the first time period.

Additionally, predicted preventable power usage can be determinedaccounting for vehicles which are connected to a respective chargestation, but for which a charge-restriction event will not be effectiveat preventing power consumption. For example, some vehicle owners/usersmay choose not to participate in a charge-restriction event, such thatcharging of their vehicles is not restricted. As another example, somevehicles may already be fully charged by the beginning of thecharge-restriction event, such that charge rate of such vehicles isalready zero or near-zero during the charge-restriction event. Suchexamples can be accounted for in a number of ways. In one case,predicted preventable power usage can be reduced by a factor derivedfrom historical data on charge-restriction effectiveness. In anothercase, charge level data for the plurality of vehicles could becommunicated to distribution control device 1640, such that vehicleswith fully charged batteries will be excluded from predicted preventablepower usage calculations. In yet another example, historical data ofparticipation in charge-restrictions events (on an individual level oron an aggregate level) can be used to identify a likelihood of certainvehicles participating in charge-restriction events, so that vehicleswhich are unlikely to participate can be removed from predictedpreventable power usage calculations.

In act 2306, a charge-restriction event is initiated during the firsttime period. Initiation of the charge-restriction event can be inresponse to an operator (user) input to initiate the charge-restrictionevent as discussed later with reference to FIG. 24 . Alternatively,initiation of the charge-restriction event can be automatic. Forexample, the at least one processor 1642 could determine that powerusage for a particular service area (e.g. a transformer or power supplyfacility) is expected to exceed (or is already in excess of) a poweroutput capacity for said service area. In response, the at least oneprocessor 1642 can initiate a charge-restriction event to curb powerusage to prevent power outages or damage. In this example, the actualpower output capacity for the service area is used as a powerdistribution threshold for determining whether to initiate acharge-restriction event. In other examples, instead of using the actualpower output capacity for a service area as a power distributionthreshold, a power distribution threshold which is lower than the actualpower output capacity for the service area can be implemented, where acharge-restriction event will be initiated if the expected (or actual)power usage is above the power distribution threshold, even if powerusage is not expected to exceed (or is not already in excess of) theactual power output capacity for the service area. This provides extraflexibility in the event power usage increase further.

In some implementations, charge-restriction events can be mandatory. Forexample, with reference to FIG. 16 , an instruction can be sent to anyof vehicles 100 a, 100 b, 100 c, 100 d, charge station 110 a, remotedevice 320, or intermediate device 430 to restrict charging of a batteryof the vehicle to the second charge rate. This achieves close compliancewith predicted power usage savings.

In other implementations, charge-restriction events can be optional. Forexample, with reference to FIG. 16 , an indication of acharge-restriction event can be sent to any of vehicles 100 a, 100 b,100 c, 100 d, charge station 110 a, remote device 320, or intermediatedevice 430 to offer an option to restrict charging of a battery of therespective vehicle to the second charge rate. This provides vehiclesowners/users with greater flexibility to opt in (e.g. in exchange forallocation of rewards) or opt out of a charge-restriction event. Suchopting in can be performed automatically, as discussed above withreference to FIGS. 17-22 . Allocation of rewards is also described abovewith reference to FIGS. 17-22 .

FIG. 24 illustrates an exemplary operator (user) interface 2400 forcontrolling and initiating charge-restriction events, as could be usedwith method 2300 in FIG. 23 . One skilled in the art will appreciatethat while interface 2400 is shown as including certain interfaceelements, other interface elements could be added, or some interfaceelements could be removed, as appropriate for a given application.Interface 2400 can be run, for example, on distribution control device1600 in FIG. 16 , or a terminal included therein. For example,distribution control device 1600 could comprise a plurality of operator(user) terminals, such that a plurality of operators can control andinitiate charge-restriction events. Such terminals could compriserespective processors for controlling and initiating charge-restrictionevents, or could rely on at least one centralized processor of thedistribution control device 1640. Both examples (respective processorsin terminals, or centralized processors utilized by terminals) areencompassed in the terminology “at least one processor 1642”.

Interface 2400 is shown as including time period interface elements 2402and 2404. In some implementations, interface elements 2402 and 2404 canbe used by a user to input the first time period in method 2300discussed above with reference to FIG. 23 , by inputting a beginning andan end of the first time period, respectively. In some implementations,the first time period shown by interface elements 2402 and 2404 can beinitialized automatically. For example, the at least one processor 1642can determine a peak time period where the quantity of the plurality ofvehicles expected to be connected to respective charge stations isgreater than other periods. Such a scenario is useful for acharge-restriction event because it is likely that greater reduction inpower usage can be achieved than at other times. As another example, theat least one processor 1642 can determine a time period where powerusage for a service area is expected to exceed a power distributionthreshold (as discussed above). Determinations of the first time periodby the at least one processor 1642 can be based on historical data, suchas schedules when vehicles are connected to respective chargingstations, or historical power usage data. In some implementations, thefirst time period in interface elements 2402 and 2404 can be initializedautomatically as above, and adjusted manually by an operator. In otherimplementations, the first time period in interface elements 2402 and2404 can be set automatically as above, and may not be manuallyadjustable by an operator.

Interface elements 2402 and 2404 are illustrated as being time and datefields, but any other appropriate format of interface could be used,such as sliding time bars, calendar listings, etcetera.

Interface element 2406 is a counter which shows a quantity of vehiclesexpected to be connected to respective charge stations during the firsttime period (as discussed in detail above with reference to FIG. 23 ).

Interface element 2408 shows an expected participation rate for acharge-restriction event during the first time period. Interface element2408 can be omitted in implementations where participation incharge-restriction events is mandatory. In some implementations,expected participation rate can be determined for example by the atleast one processor 1642 determining the likelihood of each vehiclewhich is expected to be connected to a respective charging stationduring the first time period restricting charging from the first chargerate to the second charge rate (as discussed above with reference toFIGS. 17, 18, 19, 20, and 21 ). This determination can be based onhistorical data, such as how often a vehicle participates incharge-restriction events, what times and dates a vehicle typicallyparticipates in charge-restriction events, a charge-level of the vehiclebattery and for what charge level of the battery the vehicle typicallyparticipates in charge-restriction events, or any other appropriateinformation. In other implementations, expected participation rate canbe determined based on historical participation rates for the servicearea of interest (as opposed to a per-vehicle determination).

Interface element 2410 illustrates potential energy savings for acharge-restriction event initiated for the first time period. Thepotential energy savings can be a function of a quantity of vehiclesexpected to participate in the event, the first and second charge ratesfor said vehicles, and the duration of the charge-restriction event. Insome implementations, the number of vehicles expected to participate inthe event can be based on the participation rate (as shown in interfaceelement 2408) and the quantity of vehicles expected to be connected torespective charge stations (as shown in interface element 2406). Inother implementations, the number of vehicles expected to participate inthe event can be determined based on historical participation numbersfor the service area of interest (interface elements 2406 and 2408 canbe omitted, with the number of vehicles expected to participate in theevent being determined directly). In some implementations, the firstcharge rate for said vehicles can be identified on a per-vehicle basis,such that actual charging capabilities of each vehicle/charge stationcan be tabulated to provide an accurate estimation of potential energysavings. In other implementations, the first charge rate for saidvehicles can be identified broadly, such as an average charge rate(which may or may not be an average based on vehicles in the servicearea of interest). The second charge rate can be set by an operator viainterface 2400 (specific element not illustrated), or can be set by theat least one processor 1642.

Interface element 2412 illustrates potential power capacity savings fora charge-restriction event initiated for the first time period. Thepotential energy savings can be a function of a quantity of vehiclesexpected to participate in the event and the first and second chargerates for said vehicles. Potential energy savings can be determinedsimilarly to potential energy savings discussed above with reference tointerface element 2410. However, potential power capacity savings refersto power output capacity of a power distribution system which isreleased (i.e., not burdened) during the first time period. That is,potential power capacity savings refers not to total energy saved overthe course of the charge-restriction event, but rather refers to powercapacity available in a given moment, which is saved by thecharge-restriction event.

Interface element 2414 is a control which an operator uses to initiate acharge-restriction event. If the operator is satisfied with the savingsthe charge-restriction event during the first time period can achieve,the operator can interact with interface element 2414, thereby providingan instruction to proceed with the charge-restriction event. Interfaceelement 2414 is an optional element, which can be eliminated inimplementations where initiation of charge-restriction events isautomatic (i.e. does not require manual approval).

As discussed above with reference to FIGS. 23 and 24 , it is desirableto be able to determine whether a given vehicle is coupled to arespective charge station. In some cases, this can be determined basedon charge data for the vehicle which is indicative of the vehicle beingcharged, and thereby indicative of the vehicle being connected to arespective charge station. However, it is desirable to determine whethera vehicle is connected to a respective charge station, even if thevehicle is not presently charging. This can be inferred by at least oneprocessor (e.g. any of processors 116, 206, 326, 436, or 1642 discussedabove with reference to FIGS. 1, 2, 3, 4, and 16 ) based on “connectiondata”, which broadly refers to data which is indicative of a vehiclebeing connected to a respective charge station, or provides contextinformation which can be used to infer whether the vehicle is connectedto a respective charge station.

FIG. 25A is a top view of a vehicle 2500, having a charge port 2502.Charge port 2502 is connectable to a charge station (e.g. by a powercord), to receive power from the charge station and provide the receivedpower to a battery of the vehicle (not shown to avoid clutter). Chargeport 2502 is covered by a charge port cover 2504 (shown as a hinge door,but any appropriate cover construction, such as a sliding construction,could be used). A state of charge port cover 2504 can be indicated by asensor associated with cover 2504. As one example, a depression switchcould be included at or adjacent the charge port 2502, or on cover 2504.As another example, an electrical contact circuit could be included ator adjacent the charge port 2502, or on cover 2504. Whether cover 2504is open or closed can be indicated by the state of the sensor(depression switch or electrical contact circuit in the examples). Forexample, closing cover 2504 could depress the switch, or complete theelectrical contact circuit, providing a signal that the cover 2504 isclosed. By inference, if the cover is not closed, it can be consideredto be open. In another example, opening cover 2504 could depress theswitch, or complete the electrical contact circuit (e.g. if the switchor electrical contacts are provided on the hinge of cover 2504, or areactivated by sliding cover 2504 to the open position. In this example, asignal is provided that the cover 2504 is open, and by inference, if thecover is not open, it can be considered to be closed. Data from anysensors associated with charge port 2502 and cover 2504 can be used as“connection data” mentioned above to infer whether the vehicle isconnected to a respective charge station.

Inferring whether a vehicle is connected to a respective charge stationcan be performed based on connection data indicating the state of cover2504. However, there are cases where such inferences will not becorrect. For example, a user could forget to close cover 2504 beforedriving. As another example, vehicle 2500 could be connect to a chargestation, which is not considered as a “respective” or “corresponding”charge station for the vehicle 2500, for the purposes of assessingcharge-restriction events. In an example scenario, a “respective” chargestation for vehicle 2500 could be considered as a charge station locatedat a residence of the owner of vehicle 2500. Vehicle 2500 could beconnected to a public charge station remote from a residence of theowner of vehicle 2500, but this may not qualify as a “respective” chargestation for the vehicle 2500. In particular, for a power distributionentity wishing to restrict charging in a given service area includingthe vehicle owner's residence, restricting charging at the public chargestation may not achieve the goal of reducing power consumption in theservice area of interest.

FIG. 25B is a front view of a charge station 2510, having a body 2511,power cord 2513, cord holder 2512, power couple 2515, and couple holder2514. Body 2511 contains electrical hardware or circuitry to receivepower (e.g. from a breaker panel of a building or other powerdistribution system), and convert the received power to a format (e.g.amperage and voltage) acceptable to a vehicle. A first end of power cord2513 is coupled to body 2511, and a second end of power cord 2513 iscoupled to power couple 2515. Power couple 2515 is operable to connectto a charge port of a vehicle (e.g. charge port 2502 in FIG. 25A). Body2511 is operable to output power to a vehicle via power cord 2513 andpower couple 2515. Cord holder 2512 is operable to hold power cord 2513for storage, and couple holder 2514 is operable to hold power couple2515 for storage. Cord holder 2512 and couple holder 2514 are shown ashooks, but any appropriate storage mechanism can be used, such as reels,clips, magnetic couples, etcetera. A storage state of power cord 2513and/or power couple 2515 can be indicated by at least one sensorassociated with charge station 2510. As one example, a depression switchcould be included on or proximate couple holder 2514, where the state ofthe depression switch indicates whether power couple 2515 is stored ornot. A similar depression switch could be included on or proximate cordholder 2512, where the state of the depression switch indicates whetherpower cord 2513 is stored or not. Instead of depression switches, anyappropriate detection mechanism (sensor) could be implemented, such asan electrical contact circuit. Further, detection mechanisms (sensors)do not necessarily have to directly contact the power cord 2513 or thepower couple 2515. As an example, cord holder 2512 could move inresponse to weight of power cord 2513 when stored, or couple holder 2514could move in response to weight of power couple 2515 when stored. Themovement of cord holder 2512 or couple holder 2514 can activate arespective detection mechanism (sensor), which is indicative the powercord 2513 or the power couple 2515 being stored.

Data from any detection mechanisms (sensors) associated with storage ofpower cord 2513 or power couple 2515 can be used as “connection data”mentioned above to infer whether the vehicle is connected to arespective charge station. In particular, if power couple 2515 isstored, an inference can be made that the vehicle is not coupled tocharge station 2510. Similarly, if power cord 2513 is stored, aninference can be made that the vehicle is not coupled to charge station2510 (however, this inference may have less weight than a determinationof the power couple 2515 being stored, because it is possible that avehicle is close enough to charge station 2510 that the vehicle can beconnected to charge station 2510 without removing power cord 2513entirely from cord holder 2512). If it is determined that power couple2515 or power cord 2513 are not stored, an inference can be made that avehicle is coupled to charge station 2510. This inference may not beentirely accurate however, as it is possible to unplug a vehicle fromcharge station 2510, without properly storing power cord 2513 or powercouple 2515. As such, it may be desirable to increase accuracy of aninference of a vehicle being connected to charge station 2510 withadditional connection data as discussed below.

In some implementations, power couple 2515 in FIG. 25 b could have adetection mechanism (sensor) which detects when power couple 2515 isconnected to a vehicle. For example, power couple 2515 can have adepression switch, electrical contact circuit, or any other appropriatedetection mechanism to detect when power couple 2515 is coupled to avehicle. Similarly, in implementations where an intermediate device 430(as described above with reference to FIG. 4 ) couples between powercouple 2515 and a vehicle, intermediate device 430 can have a detectionmechanism (sensor) which detects when intermediate device 430 isconnected to a vehicle. Such a detection mechanism can include adepression switch, electrical contact circuit, or any other appropriatedetection mechanism to detect when intermediate device 430 is coupled toa vehicle.

Additional information can be used or included in the connection data toincrease accuracy of inferences, as discussed in several examples withreference to FIGS. 26, 27, 28, 29, 30, 31, 32, 33, and 34 below.

FIG. 26 is a flowchart diagram which illustrates an exemplary method2600 for inferring whether a vehicle is connected to a respective chargestation. Method 2600 as illustrated includes acts 2602, 2604, 2606, and2608. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. The acts of method 2600 can beperformed by any of processors 116, 206, 326, 436, or 1642 as discussedabove with reference to FIGS. 1, 2, 3, 4, and 16 . Any of at least onenon-transitory processor-readable storage mediums 118, 208, 328, 438, or1644 could have instructions stored thereon, which when executed by arespective at least one processor cause the respective at least oneprocessor to perform the method 2600.

In act 2602, a determination is made as to whether a charge port coverof a vehicle is open, as discussed above with reference to FIG. 25A.

In act 2604, a determination is made as to whether the vehicle ispositioned proximate a charge station. Examples of this are discussedbelow with reference to FIGS. 27 and 28 .

In act 2606, an inference is made that the vehicle is coupled to thecharge station if the charge port cover of the vehicle is open and ifthe vehicle is positioned proximate the charge station.

In act 2608, an inference is made that the vehicle is not coupled to thecharge station if the charge port cover of the vehicle is not open or ifthe vehicle is not positioned proximate the charge station.

FIG. 27 is a top view of an exemplary scenario where a vehicle 2500 iswithin a threshold distance 2710 of the residence of an owner of thevehicle (or in some implementations, within a threshold distance of acharge station 2702 associated with the residence). In this scenario,act 2604 comprises determining whether the position of vehicle 2500 iswithin a distance threshold of the residence (or within a distancethreshold of the charge station 2702). While the exemplary scenariorelates to a residence of a vehicle owner, the distance threshold can beset at any appropriate location, such as a workplace or vehicle storagelocation.

FIG. 28 is a top view of an exemplary scenario where a vehicle 2500connects with a wireless network 2810 associated with the residence ofan owner of the vehicle (or in some implementations, associated with acharge station 2702 associated with the residence). In this scenario,act 2604 comprises determining whether the vehicle 2500 iscommunicatively coupled to a wireless network 2810 associated with theresidence (or the charge station 2702) based on communication data at acommunication interface of the vehicle 2500. In the example, theresidence can have a short-range wireless network 2810, which vehicle2500 automatically connects to when vehicle 2500 is within range of thewireless network 2810. Consequently, if vehicle 2500 is able to connectto wireless network 2810, then vehicle 2500 is proximate to the chargestation 2702. While the exemplary scenario relates to a residence of avehicle owner, the distance threshold can be set at any appropriatelocation, such as a workplace or vehicle storage location.

FIG. 29 is a flowchart diagram which illustrates an exemplary method2900 for inferring whether a vehicle is connected to a respective chargestation. Method 2900 as illustrated includes acts 2902, 2904, 2906, and2908. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. The acts of method 2900 can beperformed by any of processors 116, 206, 326, 436, or 1642 as discussedabove with reference to FIGS. 1, 2, 3, 4, and 16 . Any of at least onenon-transitory processor-readable storage mediums 118, 208, 328, 438, or1644 could have instructions stored thereon, which when executed by arespective at least one processor cause the respective at least oneprocessor to perform the method 2900.

In act 2902, a determination is made as to whether a charge port coverof a vehicle is open, as discussed above with reference to FIG. 25A.Further, a time period since the charge port cover has changed betweenbeing closed and being open is also determined. For example, anon-transitory processor-readable storage medium of the vehicle couldstore sensor data which indicates open events and/or close events forthe charge port cover. In act 2902 a time period since such an event canbe determined.

In act 2904, a determination is made as to whether the vehicle hasreceived power from the charge station during the time period determinedin act 2902. That is, it is determined whether the vehicle has chargedsince the charge port cover was opened. This determination can be madebased on charge sensor data from the vehicle (i.e. a sensor on thevehicle which monitors incoming power), or from charge sensor data fromthe charge station (i.e. a sensor on the charge station which monitorsoutput power).

In act 2906, an inference is made that the vehicle is coupled to thecharge station if the charge port cover of the vehicle is open and ifthe vehicle received power from the charge station during the timeperiod determined in act 2902. In an example, this can be indicativethat the vehicle is still connected to the charge station even thoughthe vehicle may no longer be charging (e.g. the vehicle battery is nowfully charged).

In act 2908, an inference is made that the vehicle is not coupled to thecharge station if the charge port cover of the vehicle is not open or ifthe vehicle has not received power from the charge station during thetime period determined in act 2902. In an example, this can beindicative that the vehicle was never connected to the charge station inthe time period, since the vehicle was never charged.

FIG. 30 is a flowchart diagram which illustrates an exemplary method3000 for inferring whether a vehicle is connected to a respective chargestation. Method 3000 as illustrated includes acts 3002, 3004, 3006, and3008. One skilled in the art will appreciate that additional acts couldbe added, acts could be removed, or acts could be reordered asappropriate for a given application. The acts of method 3000 can beperformed by any of processors 116, 206, 326, 436, or 1642 as discussedabove with reference to FIGS. 1, 2, 3, 4, and 16 . Any of at least onenon-transitory processor-readable storage mediums 118, 208, 328, 438, or1644 could have instructions stored thereon, which when executed by arespective at least one processor cause the respective at least oneprocessor to perform the method 3000.

In act 3002, a determination is made as to whether a charge port coverof a vehicle is open, as discussed above with reference to FIG. 25A.Further, a time period since the charge port cover has changed betweenbeing closed and being open is also determined. For example, anon-transitory processor-readable storage medium of the vehicle couldstore sensor data which indicates open events and/or close events forthe charge port cover. In act 3002 a time period since such an event canbe determined.

In act 3004, a determination is made as to whether the vehicle has movedduring the time period determined in act 3002. That is, it is determinedwhether the vehicle has moved since the charge port cover was opened.This determination can be made based on sensor data from the vehicle,such as position data from a position sensor indicating position of thevehicle over time, velocity data from a velocity sensor (e.g. wheelrotation sensor or speedometer) indicating movement speed of thevehicle, interior data from an inertial sensor (e.g. gyroscope, IMU, oraccelerometer) indicating acceleration of the vehicle.

In act 3006, an inference is made that the vehicle is coupled to thecharge station if the charge port cover of the vehicle is open and ifthe vehicle has not moved during the time period determined in act 3002.In an example, this can be indicative that the vehicle is connected tothe charge station in that the charge port cover was opened, and thevehicle has not moved since.

In act 3008, an inference is made that the vehicle is not coupled to thecharge station if the charge port cover of the vehicle is not open or ifthe vehicle has moved during the time period determined in act 3002. Inan example, this can be indicative that the vehicle was never connectedto the charge station in the time period, since the vehicle cannot beconnected to a charge station while moving.

As discussed above with reference to FIG. 25B, whether a power couple2515 or power cord 2513 of a charge station is stored can be used asconnection data to infer whether a vehicle is connected to a chargestation. In the context of methods 2600, 2900, and 3000 discussed withreference to FIGS. 26, 29, and 30 , respectively, an act can be added ofdetermining, by at least one processor, whether a power couple or powercord of a charge station is stored. If the power couple of the chargestation is stored, an inference can be made that the vehicle is notcoupled to the charge station. If the power cord of the charge stationis stored, an inference can be made (or an inference can bestrengthened) that the vehicle is not coupled to the charge station. Ifthe power cord or power couple of the charge station is not stored, aninference can be made (or an inference can be strengthened) that thevehicle is coupled to the charge station. An a storage state of thepower cord 2513 or power couple 2515 can be analyzed in combination withother connection data to determine whether the vehicle is coupled to thecharge station.

Alternatively, in the context of methods 2600, 2900, and 3000 discussedwith reference to FIGS. 26, 29, and 30 , respectively, in acts 2602,2902, and 3002, instead of determining whether a charge port cover of avehicle is open, a determination can be made as to whether a powercouple or power cord of a charge station is stored. Subsequent actswhere inferences are made based on whether the charge port cover is openor not can instead be based on whether a power couple or power cord of acharge station is stored. If the power couple of the charge station isstored, an inference can be made that the vehicle is not coupled to thecharge station. If the power cord of the charge station is stored, aninference can be made (or an inference can be strengthened) that thevehicle is not coupled to the charge station. If the power cord or powercouple of the charge station is not stored, an inference can be made (oran inference can be strengthened) that the vehicle is coupled to thecharge station. FIGS. 31, 32, and 33 below discuss exemplaryimplementations where a determination can be made as to whether a powercouple or power cord of a charge station is stored, for inferringwhether a charge station is coupled to a vehicle.

FIG. 31 is a flowchart diagram which illustrates an exemplary method3100 for inferring whether a charge station is connected to a vehicle.Method 3100 as illustrated includes acts 3102, 3104, 3106, and 3108. Oneskilled in the art will appreciate that additional acts could be added,acts could be removed, or acts could be reordered as appropriate for agiven application. The acts of method 3100 can be performed by any ofprocessors 116, 206, 326, 436, or 1642 as discussed above with referenceto FIGS. 1, 2, 3, 4, and 16 . Any of at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, 438, or 1644 couldhave instructions stored thereon, which when executed by a respective atleast one processor cause the respective at least one processor toperform the method 3100.

In act 3102, a determination is made as to whether a vehicle connectionfacet of a charge station is in a storage connection. “Vehicleconnection facet” generally refers to a component which connects thecharge station to a vehicle, and can include power cord 2513 or powercouple 2515 in FIG. 25B discussed above. As discussed above withreference to FIG. 25B, a sensor or detection mechanism can be used tocollect connection data regarding whether the power cord 2513 or powercouple 2515 is in a storage configuration (i.e., stored on the chargingstation in a position that impedes connection to a vehicle).

In act 3104, a determination is made as to whether the vehicle ispositioned proximate a charge station. Examples of this are discussedabove with reference to FIGS. 27 and 28 , and are fully applicable tomethod 3100. Determination of the vehicle being positioned proximate thecharge station does not necessarily require data from the vehicle. Forexample, with reference to FIG. 28 , data can be received from thewireless network 2810 that the vehicle 2500 is connected to the network.

In act 3106, an inference is made that the charge station is coupled tothe vehicle if the vehicle connection facet is not in the storageconfiguration and if the vehicle is positioned proximate the chargestation.

In act 3108, an inference is made that that the charge station is notcoupled to the vehicle if the vehicle connection facet is in the storageconfiguration, or if the vehicle is not positioned proximate the chargestation.

FIG. 32 is a flowchart diagram which illustrates an exemplary method3200 for inferring whether a charge station is connected to a vehicle.Method 3200 as illustrated includes acts 3202, 3204, 3206, and 3208. Oneskilled in the art will appreciate that additional acts could be added,acts could be removed, or acts could be reordered as appropriate for agiven application. The acts of method 3200 can be performed by any ofprocessors 116, 206, 326, 436, or 1642 as discussed above with referenceto FIGS. 1, 2, 3, 4, and 16 . Any of at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, 438, or 1644 couldhave instructions stored thereon, which when executed by a respective atleast one processor cause the respective at least one processor toperform the method 3200.

In act 3202, a determination is made as to whether a vehicle connectionfacet of a charge station is in a storage configuration, similarly to asdiscussed above regarding act 3102 in method 3100. Further, a timeperiod since the vehicle connection facet of the charge station haschanged between not being in the storage configuration and being in thestorage configuration is also determined. For example, a non-transitoryprocessor-readable storage medium of the charge station could storesensor data which indicates storage events and/or storage retrievalevents for the vehicle connection facet (e.g. events where the vehicleconnection facet is placed in the storage configuration, or removed fromthe storage configuration). In act 3202 a time period since such anevent can be determined.

In act 3204, a determination is made as to whether the charge stationhas provided power to the vehicle during the time period determined inact 3202. That is, it is determined whether the vehicle has been chargedsince the vehicle connection facet was removed from the storageconfiguration. This determination can be made based on charge sensordata from the vehicle (i.e. a sensor on the vehicle which monitorsincoming power), or from charge sensor data from the charge station(i.e. a sensor on the charge station which monitors output power).

In act 3206, an inference is made that the charge station is coupled tothe vehicle if the vehicle connection facet is not in the storageconfiguration and if the charge station provided power to the vehicleduring the time period determined in act 3202. In an example, this canbe indicative that the vehicle is still connected to the charge stationeven though the vehicle may no longer be charging (e.g. the vehiclebattery is now fully charged).

In act 3208, an inference is made that the charge station is not coupledto the vehicle if the vehicle connection facet is in the storageconfiguration or if the charge station has not provided power to thevehicle during the time period determined in act 3202. In an example,this can be indicative that the vehicle was never connected to thecharge station in the time period, since the vehicle was never charged.

FIG. 33 is a flowchart diagram which illustrates an exemplary method3300 for inferring whether a charge station is connected to vehicle.Method 3300 as illustrated includes acts 3302, 3304, 3306, and 3308. Oneskilled in the art will appreciate that additional acts could be added,acts could be removed, or acts could be reordered as appropriate for agiven application. The acts of method 3300 can be performed by any ofprocessors 116, 206, 326, 436, or 1642 as discussed above with referenceto FIGS. 1, 2, 3, 4, and 16 . Any of at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, 438, or 1644 couldhave instructions stored thereon, which when executed by a respective atleast one processor cause the respective at least one processor toperform the method 3300.

In act 3302, a determination is made as to whether a vehicle connectionfacet of a charge station is in a storage configuration. Further, a timeperiod since the vehicle connection facet of the charge station haschanged between not being in the storage configuration and being in thestorage configuration is also determined, similarly to as in act 3202 inmethod 3200 discussed above.

In act 3304, a determination is made as to whether the vehicle has movedduring the time period determined in act 3302. That is, it is determinedwhether the vehicle has moved since the vehicle connection facet wasremoved from the storage configuration. This determination can be madebased on sensor data from the vehicle, such as position data from aposition sensor indicating position of the vehicle over time, velocitydata from a velocity sensor (e.g. wheel rotation sensor or speedometer)indicating movement speed of the vehicle, interior data from an inertialsensor (e.g. gyroscope, IMU, or accelerometer) indicating accelerationof the vehicle.

In act 3306, an inference is made that the charge station is coupled tothe vehicle if the vehicle connection facet is not in the storageconfiguration and if the vehicle has not moved during the time perioddetermined in act 3302. In an example, this can be indicative that thecharge station is connected to the vehicle, in that the vehicleconnection facet was removed from the storage configuration, and thevehicle has not moved since.

In act 3308, an inference is made that the charge station is not coupledto the vehicle if the vehicle connection facet is in the storageconfiguration or if the vehicle has moved during the time perioddetermined in act 3002. In an example, this can be indicative that thecharge station was never connected to the vehicle in the time period,since the vehicle cannot be connected to a charge station while moving.

As discussed above with reference to FIG. 25A, whether a charge portcover of a vehicle is open or closed can be used as connection data toinfer whether the vehicle is connected to a charge station. In thecontext of methods 3100, 3200, and 3300 discussed with reference toFIGS. 31, 32, and 33 , respectively, an act can be added of determining,by at least one processor, whether a charge port cover of the vehicle isopen. If the charge port cover of the vehicle is not open, an inferencecan be made that the vehicle is not coupled to the charge station. Ifthe charge port cover of the vehicle is open, an inference can be made(or an inference can be strengthened) that the vehicle is coupled to thecharge station. An open or closed state of the charge port cover can beanalyzed in combination with other connection data to determine whetherthe vehicle is coupled to the charge station.

FIG. 34 is a flowchart diagram which illustrates an exemplary method3400 for determining whether a vehicle is connected to a respectivecharge station. Method 3400 as illustrated includes acts 3402, 3404,3406, and 3408. One skilled in the art will appreciate that additionalacts could be added, acts could be removed, or acts could be reorderedas appropriate for a given application. The acts of method 3400 whichare performed by at least one processor can be performed by any ofprocessors 116, 206, 326, 436, or 1642 as discussed above with referenceto FIGS. 1, 2, 3, 4, and 16 . Any of at least one non-transitoryprocessor-readable storage mediums 118, 208, 328, 438, or 1644 couldhave instructions stored thereon, which when executed by a respective atleast one processor cause a system including the respective at least oneprocessor to perform the method 3400.

In act 3402, a pulse of energy is output by a charge station to bereceived by a vehicle. The pulse of energy is intended to test whetherthe vehicle will accept power (i.e., is connected to the chargingstation).

In act 3404, energy expended by the pulse of power is measured. Forexample, a power monitoring sensor of the charge station can measure howmuch energy is output in the pulse of power.

In act 3406, if the energy expended is over an energy threshold, adetermination is made that the vehicle is coupled to the chargingstation.

In act 3408, if the energy expended is not over the energy threshold, adetermination is made that the vehicle is not coupled to the chargingstation.

The amount of power in the pulse of power, and the energy threshold areset such that, when the vehicle is not connected to the charge station(i.e. the vehicle cannot accept power), energy expended by the pulse dueto resistance or other causes of power loss will not be over the energythreshold.

While the present invention has been described with respect to thenon-limiting embodiments, it is to be understood that the invention isnot limited to the disclosed embodiments. Persons skilled in the artunderstand that the disclosed invention is intended to cover variousmodifications and equivalent arrangements included within the scope ofthe appended claims. Thus, the present invention should not be limitedby any of the described embodiments.

Throughout this specification and the appended claims, infinitive verbforms are often used, such as “to operate” or “to couple”. Unlesscontext dictates otherwise, such infinitive verb forms are used in anopen and inclusive manner, such as “to at least operate” or “to at leastcouple”.

The specification includes various implementations in the form of blockdiagrams, schematics, and flowcharts. A person of skill in the art willappreciate that any function or operation within such block diagrams,schematics, and flowcharts can be implemented by a wide range ofhardware, software, firmware, or combination thereof. As non-limitingexamples, the various embodiments herein can be implemented in one ormore of: application-specific integrated circuits (ASICs), standardintegrated circuits (ICs), programmable logic devices (PLDs),field-programmable gate arrays (FPGAs), computer programs executed byany number of computers or processors, programs executed by one or morecontrol units or processor units, firmware, or any combination thereof.

The disclosure includes descriptions of several processors. Saidprocessors can be implemented as any hardware capable of processingdata, such as application-specific integrated circuits (ASICs), standardintegrated circuits (ICs), programmable logic devices (PLDs),field-programmable gate arrays (FPGAs), logic circuits, or any otherappropriate hardware. The disclosure also includes descriptions ofseveral non-transitory processor-readable storage mediums. Saidnon-transitory processor-readable storage mediums can be implemented asany hardware capable of storing data, such as magnetic drives, flashdrives, RAM, or any other appropriate data storage hardware.

What is claimed is:
 1. A system for controlling power distribution to a plurality of vehicles, the system comprising: at least one processor; at least one non-transitory processor-readable storage medium communicatively coupled to the at least one processor; a user interface device; and a communication interface communicatively coupled to the at least one processor, wherein the at least one non-transitory processor-readable storage medium has instructions stored thereon, which when executed by the at least one processor, cause the system to: determine a quantity of the plurality of vehicles expected to be connected to respective charge stations during a first time period; determine a quantity of preventable power usage by restricting charging of respective batteries of a set of vehicles of the plurality of vehicles during the first time period, from a first charge rate outside of the first time period to a second charge rate less than the first charge rate during the first time period; present, by the user interface device, the determined quantity of preventable power usage; present, by the user interface device, a user interface for initiation of a charge-restriction event where respective charge rate for a subset of vehicles of the set of vehicles is restricted to the second charge rate during the first time period; process a user input received by the user interface device to initiate the charge-restriction event for the set of vehicles; and in response to user input at the user interface device to initiate the charge restriction event, initiate the charge-restriction event during the first time period.
 2. The system of claim 1, wherein the instructions which cause the system to determine the quantity of the plurality of vehicles expected to be connected to respective charge stations during the first time period cause the system to: determine, by the at least one processor, a quantity of vehicles which are presently connected to respective charge stations based on connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.
 3. The system of claim 1, wherein the instructions which cause the system to determine the quantity of the plurality of vehicles expected to be connected to respective charge stations during the first time period cause the system to: estimate, by the at least one processor, the quantity of the plurality of vehicles based on historical connection data indicative of connection between each vehicle of the plurality of vehicles and a respective charge station.
 4. The system of claim 1, wherein: the instructions further cause the system to communicate, to at least one vehicle of the plurality of vehicles, an option to restrict charging from the first charge rate to the second charge rate during the charge-restriction event; and the subset of vehicles of the plurality of vehicles for which charge rate is restricted to the second charge rate during the first time period comprises vehicles for which a response is received by the system indicating acceptance of the charge-restriction event.
 5. The system of claim 4, wherein the instructions further cause the system to: determine, by the at least one processor, prior to the first time period, an expected quantity of vehicles which will accept the option to restrict charging from the first charge rate to the second charge rate.
 6. The system of claim 5, wherein the instructions which cause the system to determine the expected quantity of vehicles which will accept the option to restrict charging cause the at least one processor to: determine the expected quantity of vehicles which will accept the option to restrict charging based on historical acceptance data which is indicative of previous restricting of charging by vehicles of the plurality of vehicles.
 7. The system of claim 1, wherein: the instructions further cause the system to allocate a respective reward for a respective recipient associated with each vehicle in the subset of vehicles.
 8. The system of claim 7, wherein the instructions which cause the system to allocate the respective reward for the respective recipient associated with each vehicle of the subset of vehicles cause the system to: allocate each reward based on a quantity of energy which is saved during the charge-restriction event by the respective vehicle restricting charge rate to the second charge rate instead of enabling charging at the first charge rate.
 9. The system of claim 1, wherein an indication of the first time period is receivable via the user interface device.
 10. The system of claim 1, wherein the instructions further cause the system to determine the first time period, by determining a peak time period where the quantity of the plurality of vehicles expected to be connected to respective charge stations includes more vehicles than time periods outside of the peak time period.
 11. The system of claim 1, wherein the instructions which cause the system to determine the quantity of the plurality of vehicles expected to be connected to respective charge stations cause the at least one processor to: for each vehicle of the plurality of vehicles, determine that the vehicle is connected to a respective charge station when a charge port cover of the vehicle is open.
 12. The system of claim 11, wherein the instructions further cause the system to, for each vehicle in the plurality of vehicles: receive respective charge data for the vehicle for a respective second time period in which the charge port of the vehicle has been open; infer, by the at least one processor, that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective charge data is indicative of charging of a battery of the vehicle in the respective second time period; and infer, by the at least one processor, that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective charge data is indicative of no charging of the battery of the vehicle in the respective second time period.
 13. The system of claim 11, wherein the instructions further cause the system to, for each vehicle in the plurality of vehicles: receive respective movement data for the vehicle indicative of movement of the vehicle for a respective second time period in which the charge port cover of the vehicle has been open; infer, by the at least one processor, that the vehicle is coupled to a respective charge station if the charge port cover of the vehicle is open and if the respective movement data is indicative of the vehicle not having moved in the respective second time period; and infer, by the at least one processor, that the vehicle is not coupled to the respective charge station if the charge port cover of the vehicle is not open or if the respective movement data is indicative of the vehicle having moved in the respective second time period.
 14. The system of claim 13, wherein the respective movement data comprises data selected from a group consisting of: positional data indicating position of the vehicle over time; velocity data indicating movement speed of the vehicle; and inertial data indicating acceleration of the vehicle.
 15. The system of claim 1, the instructions which cause the system to determine the quantity of the plurality of vehicles expected to be connected to respective charge stations cause the at least one processor to: for each vehicle of the plurality of vehicles, determine that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station.
 16. The system of claim 15, wherein the instructions which cause the at least one processor to determine, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station when the vehicle is proximate to a charge station cause the at least one processor to: determine that the vehicle is proximate to a charge station when the vehicle is within a threshold distance of the charge station based on position data from a position sensor of the vehicle.
 17. The system of claim 15, wherein the instructions which cause the at least one processor to determine, for each vehicle of the plurality of vehicles, that the vehicle is proximate to a respective charge station cause the at least one processor to: determine whether the vehicle is communicatively coupled to a wireless network associated with the charge station based on communication data received from a communication interface of the vehicle.
 18. The system of claim 1, wherein the instructions which cause the system to determine the quantity of the plurality of vehicles expected to be connected to respective charge stations cause the at least one processor to: determine, for each vehicle of the plurality of vehicles, that the vehicle is connected to a respective charge station in response to an indication of the vehicle accepting a pulse of energy from the respective charge station.
 19. The system of claim 1, wherein the subset of vehicles includes every vehicle in the set of vehicles.
 20. The system of claim 1, wherein the subset of vehicles includes fewer vehicles than the set of vehicles. 